FINAL REPORT

MAY 2004

HAINES AIRPORT MASTER PLAN

FINAL REPORT

Prepared for: The Alaska Department of Transportation and Public Facilities Southeast Region Planning 6860 Glacier Highway Juneau, Alaska 99801

and

Federal Aviation Administration Airports Division 222 West 7th Avenue, No. 14 Anchorage, Alaska 99513-7587

Prepared by: DOWL Engineers 4040 B Street Anchorage, Alaska 99503

W.O. D58044

May 2004 Haines Airport Master Plan May 2004

TABLE OF CONTENTS Page

1.0 INTRODUCTION...... 1 2.0 AVIATION FACILITIES INVENTORY...... 1 2.1 Airport Overview...... 1 2.2 Airfield...... 7 2.3 Landside Facilities ...... 16 2.4 Maintenance and Operations ...... 21 2.5 Surface Access and Parking...... 22 2.6 Seaplane Facilities ...... 23 3.0 AIRSPACE AND AIR TRAFFIC CONTROL...... 25 3.1 Air Traffic Patterns ...... 25 3.2 Air Traffic Control...... 25 3.3 Capstone Program...... 25 3.4 Airports and Navaids within 50 Miles...... 26 3.5 FAR Part 77 Surfaces and Obstructions ...... 26 4.0 INITIAL AIRPORT DEVELOPMENT ISSUES...... 27 5.0 FORECASTS...... 30 5.1 Methodology...... 30 5.2 Socioeconomic Profile...... 30 5.3 Economic Activity...... 31 5.4 Historic Air Traffic ...... 35 5.5 Air Traffic Forecast ...... 41 5.6 Existing Forecasts (ADOT&PF, TAF, AK Aviation System Plan) ...... 41 5.7 Local Significant Conditions ...... 42 5.8 Trendline Development ...... 44 6.0 FACILITY REQUIREMENTS ...... 49 6.1 Airfield...... 49 6.2 Airspace ...... 53 6.3 Landside...... 54 6.4 Heliport Requirements...... 59 6.5 Floatplane Facility Requirements ...... 60 6.6 Facility Requirement Summary...... 60 7.0 AIRPORT DEVELOPMENT ALTERNATIVES...... 62 7.1 Alternative A – Maintenance and Repair of Existing Facilities ...... 67 7.2 Alternative B – Apron and Lease Lot Development ...... 69 7.3 Haines Seaplane Facility Alternatives ...... 76 8.0 ENVIRONMENTAL EVALUATION...... 78 8.1 Noise ...... 78 8.2 Compatible Land Use ...... 79 8.3 Social Impacts...... 79 8.4 Induced Socioeconomic Impacts ...... 79 8.5 Air Quality...... 79 8.6 Water Quality...... 80 8.8 Historic, Architectural, Archaeological, and Cultural Resources...... 81

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8.9 Essential Fish Habitat ...... 81 8.10 Biotic Communities (including both flora and fauna)...... 81 8.11 Endangered and Threatened Species of Flora and Fauna ...... 84 8.12 Wetlands ...... 84 8.13 Floodplains ...... 85 8.14 Coastal Zone Management Program ...... 85 8.15 Coastal Barriers ...... 85 8.16 Wild and Scenic Rivers ...... 86 8.17 Farmland ...... 86 8.18 Energy Supply and Natural Resources...... 86 8.19 Light Emissions ...... 86 8.20 Solid Waste Impacts ...... 87 8.21 Construction Impacts ...... 87 8.22 Environmental Consequences – Other Considerations...... 87 8.23 Environmental Site Assessment ...... 88 9.0 RECOMMENDATIONS AND COST ESTIMATES ...... 88 9.1 Short-Term Projects...... 89 9.2 Medium-Term Projects...... 90 9.3 Long-Term Projects ...... 90 10.0 PUBLIC INVOLVEMENT...... 92 11.0 AIRPORT LAYOUT PLAN ...... 92

APPENDICES Appendix A...... Resolution Appendix B...... Airport Layout Plan

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LIST OF TABLES Table 1: Haines Scheduled Carriers...... 4 Table 2: Historical Airport Projects...... 5 Table 3: Planned Airport Projects...... 6 Table 4: Haines Airport Revenues and Expenses, FY 99-02...... 6 Table 5: Airport Data Table...... 9 Table 6: Population of the Haines Borough...... 31 Table 7: Haines Borough Annual Average Employment by Industry 1980 to 2000...... 34 Table 8: Employment and Wages in the Haines Borough 1980 to 2000...... 35 Table 9: State Ferry Traffic to and from Haines, 1990 to 2000...... 36 Table 10: Commuter Passenger, Mail and Cargo Volumes (in pounds) 1990 to 2001 ...... 38 Table 11: Base Year (2001) Aircraft Activity at Haines ...... 39 Table 12: Comparison of Historical Enplanements and 1990 Haines Airport Master Plan Forecast...... 42 Table 13: Comparison of Haines Growth Forecasts ...... 44 Table 14: Comparison of Historic Enplanement Trends at Haines ...... 44 Table 15: Low Growth Air Traffic Forecast Haines, Alaska 2001 through 2021 (Growth Rate = 0.0 Percent per year)* ...... 46 Table 16: Moderate Growth Air Traffic Forecast Haines, Alaska 2001 through 2021 (Growth Rate = 1.2 Percent per year)* ...... 46 Table 17: High Growth Air Traffic Forecast Haines, Alaska 2001 through 2031 (Growth Rate = 2.7 Percent per year)* ...... 47 Table 18: Moderate Forecast of Peak Air Traffic Activity Haines, Alaska 2001 to 2026 ...... 48 Table 19: Facility Requirements Summary – Haines Airport ...... 60 Table 20: Summary of Alternatives A and B...... 67 Table 21: Wildlife Activity at Haines Airport 1999-2000...... 83 Table 22: Project Implementation Schedule and Estimated Costs ...... 89

LIST OF FIGURES

Figure 1: Haines Airport Vicinity Map ...... 2 Figure 2: Haines Airport Service Area...... 3 Figure 3: Haines Airport Organization Chart...... 4 Figure 4: Haines Airport Overview Map ...... 8 Figure 5: Haines Airport Apron Overview Map ...... 12 Figure 6: Measured PCI for 2003...... 14 Figure 7: Haines Airport Land Occupancy...... 17 Figure 8: Existing Haines Seaplane Float...... 24 Figure 9: Haines Airport Long-Term Reserves...... 64 Figure 10: Haines Airport Alternative A: Maintenance and Repair of Existing Facilities...... 65 Figure 11: Haines Airport Alternative B: Apron Expansion and Lease Lot Development ...... 66 Figure 12: East Airport Taxilane Conflict Area...... 70 Figure 13: Long Range Airfield Flexibility...... 75 Figure 14: Seaplane Base Alternative Sites ...... 76 Figure 15: Wetland Types on Haines Airport...... 80 Figure 16: Phasing Plan...... 91

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LIST OF ACRONYMS AASP ...... Alaska Aviation System Plan ACMP...... Alaska Coastal Management Plan ADEC ...... Alaska Department of Conservation ADF&G ...... Alaska Department of Fish and Game ADOT&PF...... State of Alaska Department of Transportation and Public Facilities ARFF ...... Aircraft Rescue and Fire Fighting AMHS ...... Alaska Marine Highway System ARC ...... Airport Reference Code ARTCC...... Air Route Traffic Control Center ASOS...... Automated Surface Observing System ASV ...... Annual Service Volume BMP...... Best Management Practices BRL...... Building Restriction Line BST...... Bituminous Surface Treatment CTAF ...... Common Traffic Advisory Frequency DOWL ...... DOWL Engineers EFH...... Essential Fish Habitat EPA...... Environmental Protection Agency ESA...... Environmental Site Assessment F...... Fahrenheit FAA ...... Federal Aviation Administration FAR...... Federal Aviation Regulation FSS...... Flight Service Station GPS...... Global Positioning System IFR...... Instrument Flight Rules I/H ...... Heavy Industrial MIRL ...... Medium Intensity Runway Lights MSFCMA ...... Magnuson-Stevens Fishery Conservation and Management Act NDB...... Non-Directional Beacon NPDES...... National Pollution Discharge Elimination System NMFS ...... National Marine Fisheries Service NOTAMS ...... Notices to Airmen NWI ...... National Wetland Inventory OFA...... Object Free Area OFZ...... Obstacle Free Zone PAPI...... Precision Approach Path Indicators PCI...... Pavement Condition Index REIL ...... Runway End Identifier Lights RMU ...... Rural Mixed Use RSA...... Runway Safety Area RPZ...... Runway Protection Zone SWPPP...... Storm Water Pollution Prevention Plan TAF ...... Terminal Area Forecast TCH ...... Threshold Crossing Height USACE ...... U.S. Army Corps of Engineers USDOT...... U.S. Department of Transportation VASI ...... Visual Approach Slope indicators VFR...... Visual Flight Rules VOR...... Very High Frequency, Omni-Directional Range

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1.0 INTRODUCTION

This Haines Airport Master Plan documents existing conditions, forecasts future activity, determines facility requirements, selects a preferred development alternative, and sets a schedule for Airport improvements. It also establishes the purpose and need for future environmental assessments. This Master Plan is based on a review of existing documents, findings from field investigations, public meetings, interviews with tenants, and input from the Federal Aviation Administration (FAA), the City and Borough of Haines and other agencies.

2.0 AVIATION FACILITIES INVENTORY

2.1 Airport Overview

2.1.1 Location

The Haines Airport is located on an approximately 215-acre site next to the Chilkat River. The Airport is located on the Haines Highway about 3.5 miles west of town. The Airport is bordered by the Haines Highway and the Takshanuk Mountains to the north and east and the Chilkat River to the south and west. Yindastuki Creek, an anadromous fish stream, runs through a portion of the property. A seaplane float is located in the Small Boat Harbor in Portage Cove, about 3.5 miles from the Haines Airport.

2.1.2 Service Area and City Pairs

The Haines Airport is classified as a community airport in the Alaska Aviation System Plan (AASP). Community airports are defined as “the primary land or water access points to small rural communities of at least 25 permanent year-round residents, without other reliable year-round access.” In the case of Haines, the community has reasonably reliable ferry and road access, year-round. The Haines Seaplane Base (3Z9) is classified as a local airport in the AASP. A local airport “serves as secondary access to a community served by another mode as primary access, or a recreational or emergency airstrip”.

Haines Airport primarily serves the communities within the Haines Borough. Tourists also use the Airport for flight seeing, heli-skiing, and for travel to and from outlying communities such as Skagway, Juneau, and Gustavus. The regularly scheduled flights for the various carriers at Haines are shown in Table 1.

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Haines Airport Master Plan May 2004

Table 1: Haines Scheduled Carriers

Scheduled Estimated Total Carrier Destinations Frequency Unscheduled Frequency Aircraft * Frequency Year Wings of Juneau/ Varies seasonally Cessna Caravan, 1234567 3,420 Alaska Haines/Skagway (1-3 day) Cessna 206 Skagway Haines/ 1234567 N/A 4,966 Cherokee, Navajo Air Skagway/Juneau Lab Haines/ Piper Cherokee, 1234567 None 5,840 Flying Skagway/Juneau Archer, Islander *1-Monday, 2-Tuesday, 3-Wednesday, 4-Thursday, 5-Friday, 6-Saturday, 7-Sunday Sources: Carrier web sites and interviews with station managers

2.1.3 Airport Management and Certification

Haines Airport is managed by the State of Alaska Department of Transportation and Public Facilities (ADOT&PF) with maintenance staff based in Haines, and administrative staff based in Juneau. Local maintenance staff are responsible for Haines Airport and the seaplane float as well as maintenance of the Haines Highway and other ADOT&PF roads in the community. The Airport is currently uncertificated and non-towered.

Figure 3: Haines Airport Organization Chart

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The Haines Airport is currently assigned an Airport Reference Code (ARC) of B-II. This designation includes the vast majority of aircraft expected to use the Haines Airport such as most general aviation aircraft, small business jets, and small turboprops.

2.1.4 History and Capital Improvements

Haines Airport was originally constructed in the late 1940s with a 150 foot by 2,500-foot gravel runway. In the early 1950s, the runway was relocated and expanded to 150 by 3000 feet. Subsequent projects in the 1950s involved protecting the Airport from river flooding and erosion, and adding an apron, taxiway, run-up pad, and vehicle parking lot. In the late 1970s, the runway was extended to 4,200-feet and surfaced with bituminous surface treatment (BST).

A terminal building was constructed by the City of Haines in 1982 and lighting and visual approach slope indicators (VASI) were installed by ADOT&PF. During the mid-1980s the terminal building was relocated as part of an apron expansion project, the runway was resurfaced, and the access road was expanded. In 1992, the ADOT&PF completed a major project involving relocation of the runway, converting the former runway to a parallel taxiway, construction of a helipad, and expanding the aircraft-parking apron. A significant on-site wetlands mitigation project was completed as part of this project. These projects are summarized in the following table:

Table 2: Historical Airport Projects Year Completed Project Cost 1948 (estimated) Initial A irport Construction – 2,500 feet by 150 feet gravel runway. Unknown 1952 Runway relocated and constructed 3,000 feet by 100 feet runway. $110,534 1956 Pile jetty, riprap, and vehicle parking lot. $17,323 Constructed 1,600 foot taxiway, 20,000 square feet apron, and concrete run up 1958 $48,750 pad. Extended runway to 4,200 feet and surfaced runway and taxiway with Bituminous 1978 Surface Treatment (BST). Constructed drainage improvements and emergency $720,000 access road (40 feet by 200 feet) with gate. 1982 Terminal Building (30 feet by 38 feet). $114,500 1982 Installed MIRL, MITL, REIL, and VASI. $400,000 1985 Resurfaced runway and taxiway with BST and marked runway. $480,000 1986 Constructed 615 feet of new access road and paved road. $75,000 1987 Expanded apron and relocated terminal building. $399,605 Constructed new paved 4,000 feet by 100 feet runway, converted existing runway 1992 to paved parallel taxiway, constructed paved helipad, and expanded and paved $6,451,475 apron. Expanded and paved parking lot and acquired land. Installed new lighting. Source: ADOT&PF

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Planned projects in the current ADOT&PF Spending Plan are listed in Table 3. In addition, the ADOT&PF is considering a project in 2004 to replace the tie downs in the Haines apron.

Table 3: Planned Airport Projects

Year in Project Cost Spending Plan After FY 06 Haines Apron Expansion $1,300,000 Haines Sand and Chemical Storage Building After FY 06 $850,000 Construction After FY 06 Haines Seaplane Float Replacement $435,000 Source: ADOT&PF

2.1.5 Airport Expenditures and Revenues

Haines Airport earns revenues from leasing land (approximately 88 percent of revenues) and from the State fuel flowage fees and fuel dispensing permit (approximately 12 percent of revenues). Currently the Airport does not charge landing fees or general aviation tie down fees.

Airport expenditures are somewhat difficult to segregate from highway expenses because the same maintenance personnel who perform maintenance for the Airport also provide maintenance on the State highways in and around Haines. Airport expenditures are for personnel costs, supplies, travel, and other expenses. Similar to most other State operated airports in Alaska; Haines Airport operates at a loss, requiring a general fund subsidy to make up the difference between revenues and expenses. Revenues and expenses for FY 1999 - 2002 are summarized in Table 4.

Table 4: Haines Airport Revenues and Expenses, FY 99-02

Year Revenues Expenses Net Loss FY 1999 $11,035 $47,567 $36,532 FY 2000 $11,894 $63,037 $51,143 FY 2001 $12,485 $32,498 $20,013 FY 2002 $9,354 $54,989 $45,635 Source: ADOT&PF

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2.2 Airfield

The Haines Airport airfield consists of a paved runway with a full-length parallel taxiway and a paved apron. The Airport is equipped with basic navigational aids and the runway and taxiway have edge lights.

The following table summarizes the technical data associated with the Haines Airport. The explanations and background for this data are included in the sections that follow.

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Table 5: Airport Data Table

Item Existing General Airport Data Airport Reference Point (ARP) 59° 14’ 37.785 “ N, 135° 31 ‘ 24.735 “ W Airport Elevation 15 ‘ Airport Reference Code (ARC) B-II Airport Area 215 acres (approximately) Runway Data Length and Width 4,000 ‘ by 100 ‘ Runway End 08 Coordinates 59 ° 14 ‘ 44.573 “ N, 135° 32 ‘ 00.839 “ W Elevation 15.3 ‘ MSL Runway End 26 Coordinates 59° 14 ‘ 30.998 “ N, 135° 30 ‘ 48.632 “ W Elevation 12.0 feet MSL Safety Area Length and Width 4,600 feet by 150 feet Pavement Surface Asphalt Pavement Strength 12,500 – Single Wheel Pavement Condition Index (PCI) 69-96, Weighted Average 93 (2003) Runway Category Nonprecision Approach Surfaces RW8 20:1 / RW26 34:1 Runway Lighting Intensity Medium Runway Markings Nonprecision Primary Surface Length and Width 4,400 feet by 500 feet Navigation Aids NDB, PAPI, REIL Wind Coverage @ 10.5 kts 97.06 percent Right Traffic Runway 08 Taxiway Data Taxiway Widths 35 feet Taxiway Lighting Intensity Medium Taxiway Safety Area Width 79 feet Pavement Surface Asphalt Pavement Condition Index (PCI) 66-82, Weighted Average 79 (2003) Apron Data Apron Length and Width 1,370 feet by 300 feet Pavement Surface Asphalt Pavement Condition Index (PCI) 70-84, Weighted Average 74 (2003) Source: Airport/Facility Directory, Alaska Supplement and ADOT&PF (° = degrees)

2.2.1 Runway

The Airport has one runway 4,000 feet by 100 feet with an alignment of 8-26. The runway is paved with bituminous asphalt and marked with non-precision runway markings. The runway is not grooved and is in fairly good condition. A 1,000-foot section of runway was reconstructed in the spring of 1993 to eliminate significant bumps resulting from uneven settling. Apparently, sub-base materials used during the original construction of this section

Page 9 Haines Airport Master Plan May 2004 of runway in 1992 contained chunks of ice, which later caused uneven settling and heaving. The pavement strength of Runway 8-26 is reported as 12,500 pounds for single wheel type landing gear. A pavement inspection in 2003 reported that the runway pavement is generally in good condition.

The runway is equipped with medium intensity runway lights (MIRL) and runway end identifier lights (REIL) at both ends. Precision approach path indicators (PAPI) are also available on both ends of the runway. All airfield lights are pilot controlled on the frequency 122.9.

The runway safety area is 4,600 feet by 150 feet and is covered with bare gravel beyond the edges of the runway pavement. The gravel surface is firm and capable of supporting heavy maintenance equipment and emergency vehicles. The perimeter of the western half of the runway safety area is covered with large riprap to prevent erosion by the river. The protective measures appear to be functioning well and the perimeter of the safety area shows no signs of erosion. The runway safety area meets FAA standards.

2.2.2 Taxiways

Runway 8-26 is served by a full-length parallel taxiway located 450 feet from the centerline of the runway. The taxiway is 45 feet wide and is paved with bituminous asphalt. This taxiway was originally the main runway for the Airport, but in 1992, the old runway was converted to a taxiway and the existing runway was built 450 feet to the south along the bank of the river.

The parallel taxiway is connected to the southeast corner of the aircraft apron and a taxilane is provided along the south edge of the apron. The parallel taxiway is connected to the runway by four exit taxiways 40 feet wide. The exit taxiway between the runway and the southeast corner of the apron is constructed at an acute angle to facilitate easier access to the apron for aircraft landing from the south.

All taxiways are equipped with edge lights that are pilot-controlled on the same frequency as the REIL. Each taxiway is also equipped with a gravel taxiway safety area 79 feet wide. The

Page 10 Haines Airport Master Plan May 2004 safety areas are graded almost level and are capable of supporting maintenance equipment and emergency vehicles.

Since the previous master plan, several hangars have been constructed on lease lots at the northeast corner of the apron and just north of the helipad. These lease lots were in low-lying areas that are several feet lower than the surrounding airport and were generally wet. Therefore, fill was added to each lease lot prior to development. To facilitate development of additional lease lots along the north side of the Airport and to ensure that these lots are developed at the correct elevation, ADOT&PF maintenance personnel recently placed fill material along the south side of the lease area that is roughly the same elevation as the existing paved apron and helipad. The fill matches the approximate location shown in the previous master plan for a proposed future taxiway.

2.2.3 Apron

The Airport has one aircraft parking apron approximately 1,370 feet by 300 feet. This apron is bituminous asphalt with a series of drainage inlets placed at intervals along the length of the apron. The apron was constructed with a grid of permanent tiedowns embedded in the pavement. The tiedowns consisted of a subsurface anchor connected to a small piece of steel chain that protruded above the surface of the pavement. Because the tiedown chains are not flush with the pavement surface, many of the tiedowns have been damaged or destroyed by snow removal equipment during the past several years. A project is planned for 2004 that will replace the damaged tie downs.

Drainage has also been a problem on the apron due to uneven settling and the presence of a swale at a location where much of the transient aircraft parking occurs. As the apron has settled gradually, the drainage inlets within the apron have risen relative to the level of the pavement preventing the aprons from draining completely. Therefore, standing water on the apron often causes a hazard to people and aircraft. Although ADOT&PF maintenance personnel have lowered some of the drainage inlets, standing water continues to be a problem on the apron.

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2.2.4 Helipad

A paved helipad approximately 140 feet by 140 feet is located near the midpoint of the parallel taxiway on the north side of the Airport. This helipad provides a designated location for helicopter operations, but its location presents several problems. First, the access road leading to the helipad is rather small and inadequate and is not always maintained free of snow in the winter. There are also no phone, fuel, or electricity available at the helipad.

Another issue related to safety on the helipad is that two private hangars have recently been built north of the helipad and the aircraft from these two hangars use the helipad as a taxiway to reach the airfield. When a helicopter is present on the helipad, these aircraft must taxi around the perimeter of the helipad, thereby creating a conflict between the helicopter operations and fixed wing aircraft.

For these various reasons, helicopters frequently land on the main aircraft apron near the Wings terminal building. This is especially true in the winter when snow removal is seldom performed on the helipad and its access road.

2.2.5 Pavement Condition

Over 1,200,000 square feet of pavement cover the Haines airfield surfaces. These pavements were all constructed or resurfaced in 1992, and a small section of the runway was reconstructed in 1993.

The most recent Pavement Survey in 2003 indicated that most of the runway, Taxiways B and D, and most of the apron are in very good condition. A small section of runway that was reconstructed in 1993 continues to show slightly poorer condition (69 PCI) than the rest of the runway (96 PCI). Most of the parallel taxiway (82 PCI) and helipad (75 PCI) are in slightly poorer, yet good condition. The section of parallel taxiway (66 PCI) along the edge of the apron requires corrective maintenance/overlay and a section of apron (70 PCI) fronting the buildings shows need for significant maintenance.

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Figure 6: Measured PCI for 2003

Airport maintenance personnel report drainage inlets and culverts have been rising, creating humps in the pavement and, in the case of the inlets, have been rising up above pavement level and creating ponding on the pavement surface. Ultimately pavement will begin to break up and these drainage structures will need to be reinstalled or replaced and pavements around them will need to be patched.

2.2.6 Navaids and Lighting

The runway is equipped with MIRLs and REILs. Both ends of the runway are also equipped with PAPIs with 2.9° glide slopes and a 40-foot threshold crossing height (TCH). All paved taxiways and apron edges are lighted, and all airport lights are pilot controlled on the

Page 14 Haines Airport Master Plan May 2004 frequency 122.9. All edge lights on the Airport have been standardized at a height of 24 inches to make the lights visible above moderate depths of snow.

The Airport is equipped with two lighted windsocks. One windsock is located at the center of the segmented circle just south of the main apron between the runway and parallel taxiway. The second windsock is located adjacent to the PAPI at the east end of the runway. The second windsock was installed to better inform pilots about swirling winds resulting from the close proximity between the Airport and the mountain north of the Airport.

The only radio or electronic navigational aid in the vicinity of the Airport is the non- directional beacon (NDB) located just south of the city of Haines. The Airport is located 3.4 nautical miles from the beacon at an angle of 276° relative to magnetic north. This NDB serves as the intersection for five airways.

The FAA plans to relocate this NDB to a hilltop near the current location to improve navigational coverage, but must still choose a precise location and resolve real estate issues. Modifications to the local airways must be performed along with environmental permitting. The earliest that the NDB would be relocated is probably 2005-2007.

The Airport is also equipped with a rotating beacon located just west of the Wings terminal building. This beacon is controlled by a light sensor. The windsock lights are also controlled by the same sensor and operate automatically.

2.2.7 Drainage and Soils

The Haines Airport is located on the north bank of the Chilkat River on an area of alluvial sediments. Most of the current Airport structures and pavements have been constructed on fill material of various types. The Airport is also bordered to the north by Mount Ripinski. Two small streams and their tributaries drain from the mountain through the Airport property to the river.

The most prominent of these is Yindastuki Creek, which runs under the Haines Highway near the northwest corner of the Airport. The creek continues along the north side of the Airport before passing under the Airport access road and parallel taxiway at the east end of

Page 15 Haines Airport Master Plan May 2004 the main apron. The creek continues toward the east between the runway and parallel taxiway before entering the river just east of the runway. The Alaska Department of Fish and Game (ADF&G) catalogs this stream as anadromous fish habitat.

A second stream originates on the Airport near the Airport entrance road and flows on the north side of the parallel taxiway. This stream enters the Chilkat River near the east end of the Airport property. This stream is also cataloged as anadromous fish habitat.

The 1992 runway project included a constructed wetland at the west end of the runway. A ditch flows from the constructed wetland toward the east between the runway and parallel taxiway. This ditch merges with Yindastuki Creek near the midpoint of the runway.

2.3 Landside Facilities

2.3.1 Lease Lots

As currently configured, the Airport has approximately 21 lease lots along the north side of the Airport. Figure 7 shows the uses and buildings for each of these lease parcels. Parcel 1 contains the former Haines Air hangar that is now owned by LAB Flying Service. Parcel 3 contains the Delta Western fuel kiosk. Parcel 4 is reserved for future ADOT&PF uses such as an equipment building or perhaps an aircraft rescue and fire fighting (ARFF) station. Parcels 5-7 contain private aircraft hangars. Parcel 8 contains the old LAB hangar building.

Parcel 10 contains the Wings of Alaska terminal building. Parcels 11, 12, 18, and 19 contain private hangars.

Each of the commercial leases along the western half of the apron includes a portion of apron and several aircraft tiedown spaces. However, most arriving flights park in front of the Wings terminal building for loading and unloading. The tiedowns associated with the leases are only used for overnight parking or when the ramp becomes crowded.

An additional lease area and access was developed by the ADOT&PF at the northwest end of the apron for a possible T-hangar development. However, the site was never leased and T- hangars were not built due to limited demand and high costs. Since that time native grasses have grown up on the site.

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2.3.2 Terminal Facilities

The Haines Airport does not have a public, common-use terminal building for passengers and mail/cargo. Both LAB Flying Service and Wings of Alaska have buildings on the Airport, but only the Wings of Alaska building has a waiting area, restrooms, and counter space. The two LAB buildings are both large hangars used for aircraft storage and minor maintenance. Through mutual agreement, the 1,500 square-foot Wings building is available for use by passengers of the other carriers during Wings normal office hours. However, the other carriers commonly have flights departing or arriving at times when the Wings building is closed. At those times, no waiting or restroom facilities are available on the Airport.

LAB Flying Service and Skagway Air maintain offices in the downtown area of Haines. These offices have counter space, restrooms and minimal waiting areas. Passengers and mail are ferried between the offices and airport in vans. If requested, passengers departing Haines can be picked up at their home or hotel. This shuttle service significantly reduces the number of vehicles parked at the Airport.

2.3.3 FBO and Fuel Services

The Airport does not have a full complement of FBO services. Fuel is available, but aircraft maintenance and rental are not available anywhere in Haines. Minor aircraft maintenance is performed by aircraft owners on the apron or in the various private hangars on the Airport. Major maintenance of aircraft is typically performed in Juneau.

Fuel is available at the Airport from a fuel kiosk owned and operated by Delta Western, the sole fuel supplier for the Haines area. The kiosk is located near the northwest corner of the apron and consists of a 3,000-gallon tank. The kiosk sells only 100LL fuel and is not “self- service.” Pilots needing fuel must call Delta Western personnel who will come to the Airport and unlock the fuel pumps. Delta Western maintains their kerosene heating fuel facilities to aviation standards and can sell aviation grade kerosene to jet aircraft upon request. Delta Western estimates that they sell approximately 10,000 gallons of 100LL fuel annually at the Airport and very small amounts of jet fuel.

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LAB Flying Service also maintains a 3000-gallon fuel tank at the Airport containing 100LL for use by LAB aircraft. This tank is located behind the original LAB hangar just west of the Wings terminal building. LAB purchases fuel for this tank from Delta Western

2.3.4 Utilities and Support Services

Water

The Airport does not have access to a public water supply. The only building on the Airport with running water is the Wings terminal building, which obtains water from a non-potable well nearby. The City of Haines has tentative plans to tap into a water well northwest of the Airport within the next three years. If this project proceeds as planned, then a potable water line will be run along the highway near the Airport and potable water will be made available to the various airport tenants.

Sewer

None of the buildings on the Airport are connected to sanitary sewer systems. The only building on the Airport with restroom facilities is the Wings terminal building, which has a septic tank. There are no plans to extend sanitary service to the Airport in the foreseeable future.

Gas

Piped natural gas is not available at the Airport or anywhere in Haines. Most buildings in Haines are heated by oil-burning furnaces. The buildings at the Airport that are heated use oil as a fuel source.

Electrical

The primary electrical feed for the Airport enters airport property from the northwest end of the Airport near the Haines Highway. The electrical main is buried along the Airport road as far southeast as the Wings terminal building. Most buildings on the northwestern half of the Airport are connected to electrical power. The two hangars directly adjacent to the helipad also have electrical power, but through a direct aerial connection to the power lines along the

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Haines Highway. The two hangars located at the northeast corner of the apron do not have power due to the expense involved in burying power lines from the highway.

Telephone

Telephone lines are only installed along the western half of the Airport entrance road. These phone lines closely parallel the electrical lines and only extend as far east as the Wings terminal building.

2.3.5 Fencing and Gates

A chain-link security fence runs along the north edge of the main apron and separates the apron area of the Airport from the Airport access road. This fence is approximately six feet high and terminates at the ends of the apron without a connection to any other fencing. Two airfield access gates are located on Parcel 4 just east of the Delta Western fuel kiosk and adjacent to the Wings terminal building. Both of these gates were installed with automatic opening systems, but both are inoperable due to uneven settling of the fence posts and surrounding pavements. The fence posts and footings of much of the entire fence have been pushed out of the ground several inches during the last several years.

Two additional airfield gates are located at the far western end of this fence near the former Haines Air hangar. These gates are kept locked and rarely used. It should be noted that fuel has been stolen from aircraft in the past and unauthorized private vehicles occasionally drive onto the apron and runway.

A second fence is located along the north side of the Airport access road. This fence is intended primarily to keep pedestrians out of Yindastuki Creek and to keep wildlife from wandering onto the Airport. A similar fence is installed around the perimeter of the wooded area just east of the main apron and north of the parallel taxiway. This area is fenced to prevent casual access to a cataloged anadromous fish spawning area.

To discourage unauthorized access to the helipad and the two nearby hangars, a bar-type gate was placed across the helipad access road several years ago. This gate does not prevent pedestrian access to the area, but is normally kept locked to prevent vehicular access.

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Likewise a gate is located at the airfield maintenance road near Taxiway C. This gate is normally kept locked and is only used for occasional access by large maintenance equipment.

2.4 Maintenance and Operations

2.4.1 Fire Protection

Because the Airport is not certified for passenger aircraft with more than 30 passengers, the only fire protection at the Airport is provided by the local volunteer fire department. The approximate response time to the Airport is 10-15 minutes.

2.4.2 ADOT&PF Maintenance Equipment

The local ADOT&PF maintenance shop does not have any equipment dedicated exclusively to the Airport. All equipment is used for both road and airport maintenance. Because the local roadways serve a larger number of citizens than the local airport, primary roads are often given precedence for snow removal. The ADOT&PF maintenance personnel attempt to balance snow removal requirements at the Airport with other responsibilities as resources allow.

2.4.3 Snow Removal and Storage

Airport maintenance staff blow snow from the runways and taxiways into the ditches between the runway and parallel taxiway. Snow from the apron is pushed into piles onto the apron for temporary storage, and is later hauled to the runway/taxiway ditches. Snow from the runway is occasionally blown off the runway towards the river.

Due to low winter traffic levels and reduced maintenance budgets, airport maintenance staff sometimes do not clear snow from the east half of the parallel taxiway and associated connecting taxiways. The heliport and parking lot are also not always cleared in the winter.

Airport maintenance staff report no chemicals are required for airfield deicing and only a limited amount of sand is applied for aircraft friction treatment.

Page 21 Haines Airport Master Plan May 2004

2.4.4 Wildlife Hazards

A Wildlife Hazard Management Plan was completed in 1999 - 2001. No wildlife strikes were reported to the FAA using the wildlife strike reporting system and local air taxis did not report strikes during the time the Plan was completed. The Airport holds a permit allowing harassment of all migratory birds and bald eagles, and lethal take of mallards, gulls, ravens, and crows. The Wildlife Hazard Management Plan reports a sporadic presence of large mammals such as moose, bears and coyotes.

The Plan also recommends that the natural revegetation resulting from uplifting of wetlands be allowed to continue to discourage waterfowl on the Airport and that airport personnel diligently continue to trim alder, willow, and cottonwood and other shrubs near the aircraft movement areas to reduce moose and certain birds. Open water areas should be covered with brush or other material to discourage use by birds. The Plan recommends consideration of a three-sided fence (the fourth side of the Airport next to the Chilkat River would not be fenced) with one-way gates to allow animals to exit.

2.5 Surface Access and Parking

A short Airport access road leads from the Haines Highway into the Airport. This access road runs parallel to the runway and behind the row of hangars along the apron. A small side road near the Airport entrance provides access to the helipad area.

The Airport parking lot is located along the north side of the apron just east of the Wings terminal building. The parking lot is paved with asphalt and provides marked spaces for approximately 35 cars. Although they are rarely used, the Airport parking lot also has designated parking areas for two buses. Tenants report this large parking lot is rarely over 75 percent full.

Approximately 15 additional parking spaces are available near the west end of the apron along the Airport access road. These spaces are primarily used for aircraft owners and persons needing to access the apron through the common-use gate in that area.

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2.6 Seaplane Facilities

ADOT&PF owns and maintains a seaplane dock at the entrance to the Haines harbor. This float is owned and maintained by ADOT&PF for public use. The float consists of a wooden dock approximately 32 feet by 67 feet with a pullout ramp on one side. The float is constructed to allow it to move vertically along with tidal changes in the water level. The float can probably accommodate only 1-2 aircraft at once.

The float is rarely used by seaplane operators due to its proximity to the harbor boat traffic and the frequent occurrence of large waves in Chilkoot Inlet, which make aircraft landings difficult. Portions of the float are also old and in disrepair. Several boards were observed missing from the pullout ramp in December 2002.

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Haines Airport Master Plan May 2004

3.0 AIRSPACE AND AIR TRAFFIC CONTROL

3.1 Air Traffic Patterns

The runway traffic patterns at the Airport are nonstandard due to the presence of a large mountain directly north of the Airport. Both traffic patterns are located south of the runway. This means a standard left-hand traffic pattern for Runway 26 and a nonstandard right-hand pattern for Runway 8. In actual practice, most aircraft approach the Airport from the south and perform a straight-in approach when using Runway 26.

3.2 Air Traffic Control

Haines is an uncontrolled airport. A common traffic advisory frequency (CTAF) of 122.9 is used by pilots to avoid conflicts with other traffic and operations. Standard procedure is for arriving aircraft to announce their call sign, location, and intentions when they are five miles from the Airport. For departing aircraft, standard procedure is to announce their call sign, location, and intentions before taxing to the departure runway. Pilots monitor the automated surface observing system (ASOS) to receive local weather observations. The Juneau Flight Service Station is used to obtain local notices to airmen (NOTAMS), to receive enroute weather information, and to file instrument flight plans.

Because of mountainous terrain, radio and radar coverage is limited below 5,000 to 7,000 feet. Pilots in the local area rely heavily on a system of reporting points and standardized procedures to avoid conflicts with other traffic. The FAA has stated that there are no significant problems in the area around Haines, but due to the lack of radar and radio coverage and the use of formalized low-level routes, services provided by the air traffic control system are limited.

3.3 Capstone Program

As the Capstone Program is implemented in Southeast Alaska, the FAA plans to implement a GPS-based special procedure instrument approach at the Haines Airport. This instrument global positioning system (GPS) approach will increase the accessibility of the Airport to aircraft that meet the FAA requirements for the Haines approach. These requirements

Page 25 Haines Airport Master Plan May 2004 include special crew training and the installation in the aircraft of the Capstone GPS-based navigational equipment. The approach cannot be published as a standard GPS approach due to the presence of mountains in such close proximity to the Airport. The new approach will have relatively high weather minima and will likely be seldom used.

3.4 Airports and Navaids within 50 Miles

The only other airport in close proximity to Haines is Skagway Airport. The only navaid in close proximity to Haines is the Haines NDB. All other airports and navaids are at least 50 nautical miles from Haines with Gustavus being the closest.

3.5 FAR Part 77 Surfaces and Obstructions

The primary obstruction near the Haines Airport is Mount Ripinski (1,257 feet located north of the Airport. The mountain penetrates both the horizontal surface and the conical surface as defined in Federal Aviation Regulation (FAR) Part 77. Trees in the Runway 2o6 approach have grown and also become obstructions. Some of the trees just north of the runway and west of the heliport will soon penetrate the 7:1 transitional surface north of the runway.

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4.0 INITIAL AIRPORT DEVELOPMENT ISSUES

An initial site investigation, meetings with tenants and city officials, and a public meeting were held on December 11-12, 2002. A variety of issues were identified and are summarized below.

Forecasts

· Concerns about Haines’ weakening economy.

· Current and future helipad development off the Airport will reduce helicopter demand at the Haines Airport.

· Cruise ships’ insurance requirements preclude most carriers from providing flight seeing services.

· Ferry service improvements are reducing travel by air.

· Existing based aircraft estimates are too high.

· Desire for airport development to support possible future economic development.

Airfield

· Tiedowns have been damaged by graders and need to be replaced.

· Apron has standing water that turns to ice in winter. Hazardous to passengers.

· Tenants need to better coordinate apron use.

· Consider runway requirements of possible future larger aircraft such as the C-130 and corporate jets.

· Aircraft and vehicles use the helipad, sometimes in conflict with helicopters.

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Lease Areas

· Interest in additional lease space for hangars and other development.

· T-hangars have been considered in the past and were considered uneconomical for local pilots.

· Terminal reserve or other reserves should not prevent necessary lease lot development.

Terminal

· Interest in reserving space for a future common use terminal, possibly similar to Skagway Airport’s terminal.

Safety and Security

· Apron safety/security is a problem due to gates remaining open.

· Need to replace the inoperable mechanized gate to reduce runway incursions and improve security.

· Concern about trees in the approach to runway 26.

· Interest in reducing airport wetlands and brush to reduce wildlife hazards to aircraft.

· Need for brush clearing equipment – “brush hog”.

Roads and Parking

· Need to improve and pave road and taxiway access to the helipad and nearby hangars. Need to provide adjacent parking lot. Need to continue to provide security gate and fence in this area. Access needs to be convenient for medivacs.

Utilities

· Desire for water, telephone and electrical service to lease lots and the helipad. Overhead power lines should be allowed.

Page 28 Haines Airport Master Plan May 2004

Maintenance and Operations

· Desire for quicker snow removal of airport surfaces.

· Airport maintenance staff does a good job overall, given limited budget and staff.

Environmental

· Development should consider impacts to fish in Yindastuki Creek and impacts to the old village site across the highway from the Airport.

· Helipads located closer to ski areas reduce helicopter activity near more heavily populated areas.

· Infrequent aircraft noise complaints.

Navigational Aids

· Interest in navaids that would improve the reliability and safety of aircraft operations.

Seaplane Facility

· The seaplane facility is rarely used because of the high water chop and boat traffic at its current location.

· Float is in disrepair.

· Consider feasibility of landing floatplanes in the Chilkat River and providing a ramp to access the Haines Airport.

Page 29 Haines Airport Master Plan May 2004

5.0 FORECASTS

5.1 Methodology

Information used to develop this forecast included historic air traffic data, prior forecasts, interviews with air carriers serving Haines and other informed parties, and examination of Haines’ past economy and future economic trends. The forecast incorporates considerable judgment using information obtained from the parties interviewed, as well as the experience and intuition of the forecasters. Low, moderate and high growth scenarios are developed in this report. More detailed forecast information can be found in the Condition and Needs Assessment Report.

5.2 Socioeconomic Profile

The Haines Borough is located near the north end of Lynn Canal in northern Southeast Alaska. The Borough includes the community of Haines (population of 1,811 in 2000), and the outlying small communities of Lutak, Mosquito Lake, Covenant Life, Excursion Inlet, and Klukwan. All of the outlying communities except Excursion Inlet are located on the Haines road system, with easy access to the Haines Airport. Haines is one of the few communities in Southeast Alaska with road access to the continental road system, and receives year round state ferry service.

5.2.1 Population

The population of the Haines Borough was 2,531 in 2000, 15.7 percent of which is Alaska Native. The population has grown slowly over the last decade (average 1.3 percent per year) from a 1990 population of 2,246.

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Table 6: Population of the Haines Borough

Year Population 1950 757 1970 1,607 1980 1,815 1990 2,246 1991 2,371 1992 2,360 1993 2,428 1994 2,471 1995 2,445 1996 2,492 1997 2,564 1998 2,602 1999 2,611 2000 2,531

Sources: Alaska Departments of Labor, and Community and Economic Development.

According to the 2000 census, the annual median household income for the Haines Borough was $40,344 in 2000. Just over ten percent of the population was below the poverty level.

5.3 Economic Activity

The major industries in Haines (in terms of employment) are local government, tourist- related activities, fishing and fish processing, and support industries for the large retirement community. Examination of available economic trend data and interviews with business and community leaders in Haines and around the region is the basis for this analysis. In general the Haines economy has been stagnant in recent years. The following analysis addresses the major economic sectors within the Haines Borough.

5.3.1 Tourism

Haines receives visitors by several modes of transportation. In 2001, more than 40,000 visitors arrived by cruise ship (down from a peak of 187,000 in 2000). Traffic crossing the International border from Canada on the Haines Highway in 2001 equaled over 46,000 people. About 39,000 state ferry passengers disembarked at Haines in 2000, and more than 40,000 passengers arrived in Haines via private ferries in the summer of 2001. Over 9,600

Page 31 Haines Airport Master Plan May 2004 passengers flew on commercial air carriers from Haines Airport in 2001, and a similar number flew into Haines in that year.

Haines is a Tier II (secondary) cruise ship port. Cruise ship traffic grew to 187,397 passengers in 2000, but dropped dramatically in 2001 as some cruise lines diverted ships from Haines to other ports. Traffic was up again in the summer of 2002 (86,474 passengers), more than twice the traffic in the prior year. Two large-ship (1,500 passengers and up) cruise lines are planning to use the port of Haines in the summer of 2003. In addition, many other cruise lines currently dock at Skagway, and tourists shuttle to Haines via private ferries.

Highway traffic is growing. The Golden Circle route between Haines and Skagway is now a National Scenic Byway, and that designation should attract additional visitors. Haines will continue to receive daily service from the ferry system in the summer seasons.

While there is a general expectation of growth in the tourism industry in Southeast Alaska, many factors affect growth in general and in specific communities. Summer visits to Haines will likely show some growth. Winter visits, which include heli-skiing, flight seeing, and other helicopter-based opportunities in the Haines area, may be constrained by number of landings and areas of landing allowed in surrounding State owned lands.

5.3.2 Commercial Fishing and Fish Processing

According to the Alaska Commercial Fisheries Entry Commission database, in 2001, 126 Haines Borough residents held commercial fishing permits, and another 136 residents worked as crew on fishing boats.

One large and four small land-based fish processing plants operated in the Haines Borough in 2001. The large processor, Excursion Inlet Packing, closed in late 2002 as part of the Ward’s Cove Packing Company closure. One small processor is currently shut down looking for partners. The remaining small operations support a handful of employees. Another transient floating processor operated in Haines in 2002 to process salmon roe, and may or may not operate in Haines again. Although fishing and fish processing industries in Southeast Alaska are expected to continue their decline, Haines has an advantage in attracting processors because of its road infrastructure and the prospect of trucking products to market.

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5.3.3 Other Industries and Development Projects

Although Haines supported a healthy timber processing industry in the past, the last large sawmill closed in the early 1990s. Haines currently supports a small sawmill, which is mainly used to cut cedar for locally produced hot tubs. A quantity of beetle-killed timber exists on Mental Health Trust lands close to Haines, and may be harvested in the future.

The Port of Haines could be used for transshipment of Canadian imports and exports to support continued resource development in that country. A large copper and zinc deposit near the Canadian border may be developed within the next five to ten years. Haines is an attractive port because of the availability of waterfront land for transshipment facilities. Another potential development project is a Haines spur of an Alaska gasline, which could be developed within the next ten years. The U.S. Army Corps of Engineers (USACOE) has recently approved a harbor expansion plan for the Haines City harbor, and construction will take place over the next three to four years. Haines has recently considered developing a boat haul-out and shipyard facility on Borough land along the Haines waterfront, but the project is currently on hold.

Haines has a large retirement community. In 1999, 11.1 percent of Haines population was 65 years of age or older, compared to 5.4 percent of the statewide population. A portion of the economy is focused on senior services, which supports the retirement community. The community has a medical clinic with 25 to 30 employees, and social services agencies have a large presence in the economy.

Borough officials anticipate that over the next five to ten years, economic activities will be centered in fisheries, tourism, and cottage industry (small manufacturers). Haines’ small manufacturers include a winery and a brewery, companies that package teas, syrups and jams, a woodworker who makes hot tubs and many artists and craftspeople, including world renowned totem carvers. Some revitalization is occurring in the village of Klukwan, home to one of the wealthiest tribes in Alaska. In addition, Haines is being considered as a training site for Alaska National Guard troops.

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5.3.4 Employment and Earnings

The following table shows that employment peaked in about 1988, rebounded somewhat in 1994, and rose steadily since then. In about 1988, a large sawmill began production in Haines, which accounts for the large employment in that year. By 1990, production at the mill was waning, and it closed in 1991.

Table 7: Haines Borough Annual Average Employment by Industry 1980 to 2000

1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 Ag. Fisheries and Forestry na na na na na na na na na 0 0 Mining na na na na na na na na na 0 1 Construction 6 na 38 21 na 39 48 58 42 49 58 Manufacturing 73 119 na na 576 na na na 104 124 65 Trans., Comm. and Utilities 138 74 95 110 105 170 117 150 146 119 155 Retail Trade 113 125 127 154 168 163 141 175 196 211 238 Finance, Ins. and Real Estate na 25 30 40 31 17 17 na 22 20 21 Services 56 51 52 71 98 102 113 125 193 218 254 Total Private Employment 400 432 514 638 1,004 728 520 673 704 751 805 Local Government 124 120 135 168 166 189 196 124 122 131 138 State Government 41 44 43 43 38 41 39 38 38 38 39 Federal Government 9 8 9 9 9 9 9 10 12 12 14 Total Government Employment 173 172 186 220 212 239 244 172 172 182 188 TOTAL EMPLOYMENT 574 604 701 857 1,216 966 764 845 876 932 993 Source: Alaska Department of Labor na = not available.* Does not include employment for Klukwan.

The following table presents average annual wage data for Haines since 1980. The sharp drop in wages in 1990 is most likely from the loss of high paying timber industry jobs when the last large mill in Haines closed.

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Table 8: Employment and Wages in the Haines Borough 1980 to 2000

Average Annual Year Employment Total Wages Wage 1980 574 $8,634,108 $15,042 1981 548 $10,023,468 $18,291 1982 604 $12,533,604 $20,751 1983 612 $15,874,056 $25,938 1984 701 $16,821,897 $23,997 1985 747 $18,624,951 $24,933 1986 857 $22,802,199 $26,607 1987 987 $27,649,818 $28,014 1988 1,216 $34,674,240 $28,515 1989 1,252 $38,949,720 $31,110 1990 966 $22,847,832 $23,652 1991 895 $21,351,120 $23,856 1992 764 $18,601,872 $24,348 1993 911 $21,721,884 $23,844 1994 845 $21,608,340 $25,572 1995 799 $22,014,048 $27,552 1996 876 $22,684,896 $25,896 1997 897 $22,722,804 $25,332 1998 932 $22,949,568 $24,624 1999 888 $23,315,328 $26,256 2000 993 $26,763,336 $26,952 Source: Alaska Department of Labor *Does not include employment and income in Klukwan

5.4 Historic Air Traffic

Haines Airport does not have an air traffic control tower, or a local Flight Service Station (FSS). Air traffic records are not available at the site. Historic air traffic data was obtained from the ADOT&PF, the U.S. Department of Transportation (USDOT), and from air carriers who serve Haines. The following sections present information about current air service, historic air traffic, and fleet mix at the Haines Airport.

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5.4.1 Service Area

Haines is one of the few Southeast Alaska communities with road connections to other communities and the continental road system. It is the southern terminus for the Haines Highway, which connects to the Alcan Highway. Even so, the neighboring community of Juneau, which provides Haines with an air transportation hub and major retail and service opportunities, is not connected by road. Therefore, Haines must rely on air and marine transportation to access Juneau and other communities in Southeast Alaska. Small commercial carriers use the 4,000-foot runway or the seaplane float at Haines. Peak air travel occurs in summer. State ferry service is also available, with daily stops each way (northbound and southbound) in summer, and less frequently in winter. Private, passenger- only ferry service is available during the summer season. The following table shows the state ferry traffic to and from the Port of Haines from 1990 through 2000.

Table 9: State Ferry Traffic to and from Haines, 1990 to 2000 Year Embarking Disembarking Embarking Disembarking Departures Passengers Passengers Vehicles Vehicles 1990 45,376 42,974 14,839 13,604 507 1991 46,361 44,957 14,838 14,838 575 1992 46,211 45,346 15,121 15,121 547 1993 43,467 42,576 14,645 13,913 485 1994 42,383 40,663 14,331 13,435 490 1995 41,143 40,056 14,526 13,739 498 1996 39,954 39,445 14,366 13,889 522 1997 38,463 38,948 13,457 13,884 556 1998 40,264 37,804 14,320 13,561 563 1999 41,329 40,054 14,441 14,046 597 2000 40,160 38,779 13,779 13,613 613 Source: AMHS Traffic Volume Reports.

While passenger and vehicle traffic on state ferries is down slightly over the past decade, the number of departures has increased. When daily service between Haines and Juneau began on the state ferry system, air traffic passenger volumes on that route decreased nearly the same number of passengers as ferry traffic increased, suggesting that ferry travel is substituted for air travel. The AMHS has future plans for a dedicated Lynn Canal fast-ferry, which will make daily trips between Haines and Juneau. This improved service will likely further impact demand for air travel.

Page 36 Haines Airport Master Plan May 2004

The majority of Haines air traffic is flights to and from Juneau, about 70 air miles to the Southeast. Haines residents come to Juneau to connect with jet air service, shop, recreate, obtain health care, do business, and visit friends and relatives. The second highest traffic volume is between Haines and Skagway, and is mostly tourism related. A fair amount of traffic occurs between Haines and Gustavus, again most of which is tourism related. Other communities with connections, but less traffic volume include Hoonah, Kake, and Petersburg. Charter flights at Haines are generally involved in flight seeing, remote recreation access, and transporting salmon roe to processors and markets.

In the past decade, Haines has received scheduled service from several air carriers, including Wings of Alaska, LAB Flying Service, Haines Airways, Skagway Air Service, and Air Excursions. Haines Airways went out of business March 2001, and Air Excursions stopped providing scheduled service to Haines in 2002, leaving three carriers serving Haines. Charter service to Haines is provided by Air Excursions, and Ward Air. In addition, two small single-plane Haines-based carriers provide charter flight seeing and ice field skiing during the spring and summer seasons. A regional health clinic flies medivacs out of Haines on average of about twice a month.

During the summer season, fixed wing carriers offer about 23 scheduled flights per day. That number drops to about 11 scheduled flights per day in winter. Carriers provide more than one plane per scheduled flight if demand warrants.

In addition to fixed wing service, two helicopter operators provide medivac, heli-skiing, remote equipment servicing, and other services to Haines on demand. The Haines Airport is occasionally visited by U.S. Coast Guard helicopters, Alaska Air National Guard helicopters and planes, and small corporate jets.

5.4.2 Passenger Enplanements

Growth in enplanements in mid-1990 corresponds to growth in tourism traffic at Haines. Recent loss in enplanements has likely resulted from a shift of passengers to commuter ferry service, a shift of tours to local tour boats, and the general slowing of the Haines economy.

Page 37 Haines Airport Master Plan May 2004

The drop in enplanements beginning in 1998 was due mainly to travelers choosing newly instituted daily state ferry service (instituted in late 1998) over air service.

Further decline in enplanements occurred in 2000. Cruise lines began requiring insurance coverage of $500,000 per seat for any air carriers selling tours on the ships. As only one Haines carrier has that insurance coverage, some of the flight seeing tours shifted to ocean tours. For example, a local cruise vessel company built a boat specifically to provide tours to Glacier Point near Haines beginning in 2000. Other factors for the drops in enplanements include the slowing Haines economy and September 11 air carrier impacts.

Table 10: Commuter Passenger, Mail and Cargo Volumes (in pounds) 1990 to 2001

Year Passenger Outbound Outbound Inbound Inbound Total Enplanements Cargo Mail Cargo Mail Mail/Cargo 1991 21,704 52,150 78,489 211,456 269,434 611,529 1992 16,849 67,326 92,096 228,884 283,709 672,015 1993 20,076 60,941 94,048 252,883 318,830 726,702 1994 22,102 72,779 131,376 291,749 339,192 835,096 1995 29,812 73,912 131,973 294,699 348,843 849,427 1996 23,918 117,451 163,263 431,177 336,255 1,048,146 1997 28,843 99,338 108,439 345,594 416,100 969,471 1998 24,341 101,798 120,215 388,286 472,124 1,082,423 1999 14,004 74,836 108,710 266,428 436,711 886,685 2000 10,655 110,245 96,301 338,718 515,339 1,060,603 2001 9,652 72,821 83,618 301,112 430,698 888,249 Sources: U.S. DOT, Bureau of Transportation Statistics, and ADOT&PF.

5.4.3 Mail and Cargo The previous table presents historic mail and cargo shipments into and out of Haines. Cargo and mail data for scheduled air carriers was taken from data provided by USDOT. U.S. Mail shipment to and from Haines is not contracted to any particular air carrier. Air transportation of cargo and mail at Haines has grown steadily until recent years. Over the past decade, the average annual growth rate of mail and cargo movement was 4.7 percent. Recent lower volumes are likely the result of the slowing economic activity in and around the community. In addition to the reported mail and cargo, charter flights move salmon roe from Haines to processors and markets.

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5.4.4 Aircraft Fleet Mix

The current fleet mix of air carriers providing service to Haines was obtained from interviews with those carriers. Service is generally provided by the following type of aircraft:

· Piper Cherokee 6, Navajo, Archer and Islander on wheels;

· Cessna 180, 185, 206, 207 and 208 on wheels and,

· Less frequently, DeHavilland Otters on amphibious gear.

Six-passenger planes are the most frequently used. Some of the larger seven and nine passenger planes have been recently introduced into the fleet mix. Air carriers serving Haines either are not anticipating future fleet mix changes, or are not able to predict any changes.

5.4.5 Base Year (2001) Activity Estimates

Estimates of base year aircraft activity are presented in the following table.

Table 11: Base Year (2001) Aircraft Activity at Haines Passenger Aircraft Mail/Freight Enplanements Operations (in and out) Scheduled Commercial 9,652 8,775 888,249 Chartered Commercial 1,447 944 15,000 Chartered Helicopter 613 350 10,000 Other (GA and Local)* - 790 - Total 11,712 10,859 913,249 Sources: ADOT&PF, USDOT, Bureau of Transportation Statistics and TAF Forecast, and interviews with air carriers serving Haines. *GA and Local estimates include use of the Haines Seaplane Float.

Passenger enplanements for scheduled commercial flights were obtained from ADOT&PF annual enplanement reports. Operations data were estimated from information about operators’ fleet mix and load factors. The average load factor for scheduled air carriers was about 37 percent annually, meaning there would be on average, 2.22 passengers per plane. This average equates to 1.11 passengers per operation. Cargo and mail data for scheduled air carriers was taken from data provided by USDOT. General aviation activity includes activity

Page 39 Haines Airport Master Plan May 2004 at the seaplane float, and was estimated from conversations with the Haines Airport manager, and the Haines harbormaster.

5.4.6 Charter Traffic – 2001

Charter traffic was estimated from interviews with air carriers who performed charter operations at Haines. Those operators included the carriers who provide scheduled service, as well as other operators in the region. Load factors for charter flights were slightly higher than for scheduled flights.

5.4.7 Helicopter Traffic – 2001

In addition to fixed wing service, two helicopter operators provide medivac, heli-skiing, remote equipment servicing, and other services on demand at Haines. These operators estimate landings at Haines between 150 and 200 times per year. They also estimate a passenger load of three to four passengers per flight. U.S. Coast Guard helicopters land at Haines about ten times a year to perform medivac, search and rescue, and homeland security functions.

Helicopters generally use the helipad located at the Airport, unless it is covered with snow (about ten percent of the time), when they land on the main apron. Private development of another helipad at Flower Mountain outside of Haines could reduce demand for the helipad at the Haines Airport.

5.4.8 Seaplane Float Use – 2001

Estimates of the Haines seaplane float use for base year 2001 were obtained from interviews with scheduled and charter air carriers, and the Haines Harbormaster. The Haines Harbormaster estimates use of the float to be once or twice per month during winter months, and ten times per month in the summer. Operations at the seaplane float are estimated at less than 100 per year.

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5.4.9 Based Aircraft – 2001

Commercial operators reported that between two and four commercial aircraft are based in Haines. The Haines Airport manager estimates an additional ten private (general aviation) aircraft based at the Airport, for a total of 13 aircraft based at Haines. All of the based aircraft are wheeled aircraft.

5.5 Air Traffic Forecast

The Haines air traffic forecast was developed consistent with the recommendations in FAA Advisory Circular 150/5070-6A, and related July 2001 guidance paper entitled “Forecasting Aviation Activity by Airport.” Information used to develop this forecast included historic air traffic data, prior forecasts, interviews with air carriers serving Haines and other knowledgeable parties, and examination of Haines’ past economy and future economic trends.

5.6 Existing Forecasts (ADOT&PF, TAF, AK Aviation System Plan)

The following table presents the air traffic forecast produced by ADOT&PF for the 1990 Haines Airport Master Plan Update, compared to historical ADOT&PF enplanement figures.

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Table 12: Comparison of Historical Enplanements and 1990 Haines Airport Master Plan Forecast

Year Historical ADKOT 1990 Master Plan Moderate Enplanements Enplanement Forecast (5.0 Percent) 1987 14,016 14,016 1988 18,023 18,023 1989 20,000 20,000 1990 21,000 21,000 1991 21,704 22,050 1992 16,849 23,153 1993 20,076 24,310 1994 22,102 25,526 1995 29,812 26,802 1996 23,918 28,142 1997 28,843 29,549 1998 24,341 31,027 1999 14,004 32,578 2000 10,655 34,207 2001 9,652 35,917 2002 37,713 2003 39,599 2004 41,579 2005 43,657 2010 55,700 Source: Haines Airport Master Plan, ADOT&PF, Southeast Region Planning, 1990.

AASP, produced for ADOT&PF in 1996, projects an annual growth rate of enplanements at Haines to 2010 of about 1.8 percent.

5.7 Local Significant Conditions

Several local significant conditions affecting air traffic at Haines have become apparent since the 1990 air traffic forecast was prepared. Some factors tend to increase demand for air travel, while most tend to dampen demand.

5.7.1 Factors Dampening Demand for Air Travel

The full impact of September 11, 2001 events may not yet be apparent, and complications such as increased insurance rates may put pressure on regional air carriers to consolidate or leave the industry. Growth of the economy of the region in general, and Haines in particular is slowing.

Page 42 Haines Airport Master Plan May 2004

Another important factor in air traffic growth is changes in other modes of transportation in the Haines area. In recent years, state ferry service has improved in consistency and frequency, and several private shuttle ferries have started service between Haines and Skagway, and Haines and Juneau. Many passengers who used to fly to and from Haines are now traveling by water. Plans by the Alaska Marine Highway System (ferry) to implement fast ferry service in Lynn Canal in the near future will likely further dampen demand for air travel. In addition, local tour ships now provide some tours formerly provided by air carriers.

The slowing economy in Haines, specifically slowing of the timber and fisheries sectors, will also slow demand for air travel. Loss of the Excursion Inlet processing plant could further reduce enplanements.

5.7.2 Factors Increasing Demand for Air Travel

Changes in cruise ship visits at Haines will impact air traffic. In general, increased cruise ship visitation increases tourist-related economic activity, which increases air traffic. Cruise ship stops tend to increase air traffic because tourists take charters and air tours, and leave or enter the port city by air. Cruise industry employees and related workers fly to and from Haines. Goods and supplies for the cruise ships are sometimes flown in. Although increasing cruise ship port calls at Haines are anticipated, the industry can quickly change those plans in response to many factors affecting that industry, so a fair amount of uncertainty exists.

Haines government officials have approached the Alaska National Guard about using the Haines area for future training exercises. The likelihood of this happening is uncertain, but a large exercise with 400 to 500 troops is occurring in March of 2004 that could take place at Haines. If it does, only a fraction of those troops would fly in; however, air traffic during those exercises would increase. If Haines becomes a regular site for these exercises, they would occur no more than once or twice a year for a week or two at a time, and would likely include less than the 400 to 500 troops in the large 2004 event.

Mining development in Northwestern Canada could spur air cargo and corporate jet traffic at Haines. Similarly, development of a Haines gas line spur would create demand for air traffic.

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The developing Capstone system of navigational aids will improve safety at the Haines Airport, and may increase general aviation traffic into that airport. While the new equipment will allow fewer cancelled and delayed flights for commercial carriers, it will not necessarily increase demand for commercial flights.

5.8 Trendline Development

Low, moderate, and high rates of growth for air traffic at Haines were estimated using trendline analysis. The analysis was developed from examination of historic growth trends, interviews with air carriers serving Haines, Haines community representatives and other knowledgeable parties. In addition, considerable professional judgment was used in the development of this forecast.

The following table compares various forecasts relating to air traffic growth at Haines.

Table 13: Comparison of Haines Growth Forecasts

Source Date Annual Growth Haines Airport Master Plan Air Traffic Forecast - Enplanements 1990 5.0 Percent Alaska Aviation System Plan Update - Haines Airport Enplanement Forecast 1996 1.8 Percent Alaska Dept. of Labor Population Forecast to 2018, Haines Borough 1999 1.2 Percent Average 2.7 Percent Sources: ADOT&PF and Alaska Department of Labor.

The following table compares historic Haines air traffic trends.

Table 14: Comparison of Historic Enplanement Trends at Haines

Source Average Annual Change Haines Enplanements - AK Dept. of Transportation (1991-2001) -4.9 Percent

Haines Deplanements - USDOT form 298C (1991-2001) 3.0 Percent

Haines Enplanements - USDOT form 298C (1991-2001) 2.7 Percent

Average .27 Percent Sources: ADOT&PF, and U.S. DOT, Bureau of Transportation Statistics Note: Enplanements are passengers boarding a plane in Haines, while deplanements are passengers getting off a plane in Haines.

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Although many socioeconomic and traffic growth indicators for the area are positive, the uncertain factors mentioned earlier, combined with the stagnant economy in the Haines area, tend to dampen expectations of positive growth in passenger enplanements. Actual enplanements (ADOT&PF data) declined over the past decade. For those reasons, the low forecast calls for no annual growth. The moderate annual air traffic growth rate for this forecast is 1.2 percent, which is the same as the Alaska Department of Labor’s moderate forecast for population growth in the Haines Borough. The high forecast annual growth rate is 2.7 percent, and corresponds to the average growth rate of the three indicators in the previous table.

In this forecast, growth rates of cargo and mail enplaned and deplaned at Haines are different from the trendlines used for other air traffic indicators. Growth of cargo and mail shipments by plane to and from Haines between 1991 and 2001 was 4.7 percent, compared to a decrease in passenger enplanements over the same time period. For these forecasts, growth rates used for air transportation of cargo and mail growth are 1.0 percent for low growth, 2.7 percent for moderate growth, and 4.7 percent for high growth.

5.8.1 Forecast Results

The following tables present the low, medium and high growth forecasts for Haines enplanements and operations to the year 2021.

5.8.2 Low Growth Forecast

The following table presents results of the low growth air traffic forecast for Haines to 2021. The forecast assumes no growth in air traffic. Economic assumptions associated with this forecast include continued stagnation of the Haines economy, permanent closure of Excursion Inlet Packing, and continued competition for travel to and from Haines by state and private ferries and local tour boats. For this forecast, only cargo and mail growth is positive, and is expected to grow at 1.0 percent per year.

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Table 15: Low Growth Air Traffic Forecast Haines, Alaska – 2001 through 2021 (Growth Rate = 0.0 Percent per year)* Base Year 2001 2006 2011 2016 2021 Passenger Enplanements 11,712 11,712 11,712 11,712 11,712 Commuter 9,652 9,652 9,652 9,652 9,652 Charter 1,447 1,447 1,447 1,447 1,447 Helicopter 613 613 613 613 613 Operations 10,859 10,859 10,859 10,859 10,859 Commercial 10,069 10,069 10,069 10,069 10,069 General Aviation 790 790 790 790 790 Military - - - - - Cargo/Mail (enplaned + deplaned)* 913,249 959,834 1,008,795 1,060,254 1,114,337 Based Aircraft 13 13 13 13 13 Source: Southeast Strategies, December 2002. * Mail and Cargo annual growth rate is 1.0 percent.

5.8.3 Moderate Growth Forecast

The following table presents results of the moderate growth air traffic forecast for Haines to 2021. The forecast assumes a growth of air traffic of 1.2 percent per year. Economic assumptions associated with this forecast include slow growth of the Haines economy, and slow to moderate increase in tourist visitations. Also considered in this forecast are continued competition for travel to and from Haines by state and private ferries and local tour boats. For this forecast, cargo and mail growth is expected to be faster than the other indicators, and will grow at 2.7 percent per year.

Table 16: Moderate Growth Air Traffic Forecast Haines, Alaska – 2001 through 2021 (Growth Rate = 1.2 Percent per year)* Base Year 2001 2006 2011 2016 2021 Passenger Enplanements 11,712 12,432 13,196 14,007 14,868 Commuter 9,652 10,245 10,875 11,543 12,253 Charter 1,447 1,536 1,630 1,731 1,837 Helicopter 613 651 691 733 778 Operations 10,859 11,526 12,235 12,987 13,785 Commercial 10,069 10,688 11,345 12,042 12,782 General Aviation 790 839 890 945 1,003

Military - - - - - Cargo/Mail (enplaned + deplaned)* 913,249 1,043,377 1,192,048 1,361,902 1,555,959 Based Aircraft 13 14 15 16 17 Source: Southeast Strategies, December 2002. * Mail and Cargo annual growth rate is 2.7 percent.

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5.8.4 High Growth Forecast

The following table presents results of the high growth air traffic forecast for Haines to 2021. The forecast assumes a growth of air traffic of 2.7 percent per year. Economic assumptions associated with this forecast include moderate growth of the Haines economy, including moderate increase in tourist visitations. Also considered in this forecast is continued resource development in Canada, the eventual building of a gas line spur to Haines, and annual Alaska National Guard training exercises at Haines. As with the other forecasts, competition for travel to and from Haines by state and private ferries and local tour boats will continue to constrain growth in air traffic. For this forecast, cargo and mail growth is expected to be faster than the other indicators, and will grow at 4.7 percent per year.

Table 17: High Growth Air Traffic Forecast Haines, Alaska – 2001 through 2031 (Growth Rate = 2.7 Percent per year)*

Base Year 2001 2006 2011 2016 2021 Passenger Enplanements 11,712 13,381 15,287 17,466 19,954 Commuter 9,652 11,027 12,599 14,394 16,445 Charter 1,447 1,653 1,889 2,158 2,465 Helicopter 613 700 800 914 1,044 Operations 10,859 12,406 14,174 16,194 18,501 Commercial 10,069 11,504 13,143 15,016 17,155 General Aviation 790 903 1,031 1,178 1,346 Military - - - - - Cargo/Mail (enplaned + deplaned)* 913,249 1,149,007 1,445,626 1,818,819 2,288,352 Based Aircraft 13 15 17 19 22 Source: Southeast Strategies, December 2002. * Mail and Cargo annual growth rate is 4.7 percent.

5.8.5 Seaplane Float Forecast

Landings at the Haines seaplane base in Lynn Canal are constrained by rough seas and conflicting boat traffic, and less than 100 operations per year currently occur there. The USACE intends to expand the Haines harbor over the next few years, and plans include a relocated seaplane float. If the new float is better protected from seas and wind, and conflicts

Page 47 Haines Airport Master Plan May 2004 with boats are reduced, growth in its use will likely occur. The potential increase in operations at the seaplane float will likely not be great enough to impact this forecast.

5.8.6 Peak Load Evaluation

Measures of base year peak activity at the Haines Airport were developed from interviews with air carriers serving Haines. The peak months for operations are July and August. The peak days are Friday and Monday. The peak hours are the first and last flights of each day (time varies according to daylight) and flights that connect with Alaska Airlines jet service in Juneau (10:30 a.m. and 2:00 p.m.). The following table shows moderate growth (1.2 percent) forecasts for peak operations activity at Haines.

Table 18: Moderate Forecast of Peak Air Traffic Activity Haines, Alaska 2001 to 2026 2001 2006 2011 2016 2021

Total Operations 10,859 11,526 12,235 12,987 13,785

Total Enplanements 11,712 12,432 13,196 14,007 14,868 Peak Month Operations 1,498 1,590 1,688 1,792 1,902 Peak Month Enplanements 1,663 1,765 1,874 1,989 2,111 Busy Day Operations 58 62 65 69 74 Busy Day Enplanements 64 69 72 77 82 Busy Hour Operations 20 21 23 24 25 Busy Hour Enplanements 22 23 26 27 28 Average Peak Day Operations 52 55 59 62 66 Average Peak Day Enplanements 58 61 65 69 73 Average Peak Hour Operations 12 13 14 14 15 Average Peak Hour Enplanements 13 14 16 16 17 Source: Southeast Strategies, February 2002. Notes: Moderate Growth Rate Is 1.2 Percent Per Year.Peak Enplanements Were Determined By Applying The Average Load Factor of 1.11 Passengers Per Operation To The Peak Operations.

5.8.7 Definitions

· Peak Month is the calendar month when the most aircraft operations occur.

· Average Peak Day is the average daily operation during the peak month (peak month operations/number of days in the month).

· Average Peak Hour is the number of operations in the peak hour of the average peak day.

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· Busy Day is the number of operations in the busiest day of a typical week in a peak month.

· Busy Hour is the number of operations occurring at the peak hour within the busy day.

6.0 FACILITY REQUIREMENTS

6.1 Airfield

With a paved runway, full-length parallel taxiway, and large apron, the airfield at Haines Airport is well developed given its current level of activity. The current and forecast level of activity at Haines Airport is unlikely to require major changes to the airfield during the planning period. Some minor improvements in the helipad and apron areas may be required. The following sections discuss the improvements that will likely be needed during the planning period.

6.1.1 Fleet Mix and Design Aircraft

The forecast presented in Section 5 of this Master Plan predicts the following fleet mix during the 20 year planning period:

· Piper Cherokee 6, Navajo, Archer, and Islander on wheels,

· Cessna 180, 185, 206, 207, and 208 on wheels, and

· Less frequently, DeHavilland Otters on amphibious gear.

Based on this fleet mix, the design aircraft for Haines Airport is a nine-passenger aircraft with an ARC of B-II. This designation does not preclude occasional use of the Airport by larger aircraft.

6.1.2 Runway Alignment

Because of its location in a confined valley, the prevailing wind direction at Haines is generally aligned with the valley and therefore with the runway. The Chilkat River valley is generally oriented northwest to southeast. The runway has a magnetic alignment of 8-26

Page 49 Haines Airport Master Plan May 2004 with a magnetic variance of approximately 28° east. Wind data for the Haines Airport from July 1, 1996-Dec 31, 2002 show that the runway has approximately 97 percent coverage for aircraft capable of handling a 10.5-knot crosswind. This coverage meets FAA requirements for the smallest A-I aircraft that typically use the Haines Airport. No modifications to the runway alignment are required.

6.1.3 Runway Length

Based on Advisory Circular 150/5325-4A Runway Length Requirements for Airport Design and the FAA software “Airport Design for Microcomputers” the 4,000-foot runway at Haines Airport can accommodate all “small” aircraft less than 12,500 pounds. The operational forecast for Haines Airport indicates that nearly all aircraft predicted to utilize the Airport are B-II or smaller and less than 12,500 pounds. Based on this forecast, the existing runway length is adequate for the planning period.

The Haines Airport runway is also capable of handling occasional use by larger aircraft such as the C-130 or business jets capable of operating on shorter runways. Although not optimized for these aircraft, the airfield is generally clear of obstacles and should be adequate to accommodate aircraft movements and parking on a limited basis. However, frequent use of the airfield by larger, heavier aircraft could have an adverse affect on pavement condition.

6.1.4 Runway System Capacity

The airfield at Haines Airport is capable of supporting a fairly high number of operations due to the presence of a full-length parallel taxiway. Based on the long-range planning method of Advisory Circular (AC) 150/5060-5 Airport Capacity and Delay, the annual service volume (ASV) for the Haines Airport is estimated at approximately 230,000 operations per year. This compares with 10,859 operations in 2001 and a high forecast of 18,501 operations in 2021. The maximum hourly capacity of the Airport is approximately 98 visual flight rules (VFR) operations per hour and 59 instrument flight rules (IFR) operations per hour. Busy hour operations were estimated at 20 in 2001 and the high forecast estimates 25 in 2021.

Due to the limitations imposed by the surrounding terrain and the fact that the only instrument approach at Haines is a “special procedures” approach, the actual IFR capacity

Page 50 Haines Airport Master Plan May 2004 probably is much less than 59. However, almost all operations at the Haines Airport are VFR. In spite of these constraints, no additional runway capacity improvements are anticipated during the planning period. The capacity of the current runway system is adequate.

6.1.5 Airfield Geometry

The existing runway safety area (RSA), Object Free Area (OFA), and Obstacle Free Zone (OFZ) all meet FAA standards for a B-II airfield with not less than three-quarter mile visibility as outlined in AC 150/5300-13 Airport Design. The Runway Protection Zones (RPZ) are clear of incompatible uses and include only wetlands and the Chilkat River.

6.1.6 Taxiways

The number and location of taxiways leading to the runway appear to be adequate. The existing full-length parallel taxiway provides access to four entry/exit points along the runway and provides three connections to the apron area. Due to the uneven heaving and settling of culverts beneath the various taxiways a pavement repair project will likely be required to repair these culvert crossings in several years.

Also, the gravel taxiway between the east end of the apron and the helipad area should be paved and the various taxiway, drainage, and parking issues in this area should be addressed. The current arrangement allows vehicles, aircraft, and pedestrians to intermingle, causing potential hazards in this area. Paving of the gravel taxiway in this area will help facilitate the leasing and development of the vacant lease lots along the gravel taxiway. Recent demand for lease lots indicates that currently vacant lease lots may be leased in the near future.

There is also potential conflict between helicopter operations and fixed-wing operations on the helipad. The helipad should be moved away from the taxiway slightly to remedy a conflict with the taxiway OFA.

6.1.7 Aircraft Parking Apron

The most acute problem with the aircraft parking apron is the damage of many tiedowns by snow removal equipment. The tiedowns are planned to be replaced in the summer of 2004.

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An additional problem with the current apron is uneven heaving and settling of drainage structures beneath the apron. The various storm water inlets and culverts have risen relative to the apron surface and have caused water to pool on the apron. Maintenance personnel have lowered these inlets in an effort to allow proper drainage, but can no longer lower the drain inlets due to the drains’ design. Additionally, the culverts beneath the apron have created “humps” in the apron surface that continue to worsen. A project will be required in the next several years to repair both of these problems with the drainage structures.

The Airport currently hosts 13 based aircraft with a moderate forecast of 17 based aircraft in 2021. The high forecast for 2021 anticipates only 22 based aircraft. Currently approximately half of the based aircraft are housed in hangars on the Airport. The remaining half are tied down on the apron. Given the small numbers of aircraft based at the Airport, it is likely that approximately half of the aircraft will continue to be housed in hangars.

According to AC 150/1500-13 Airport Design, an apron area of 300 square yards should be allocated for each based aircraft. With approximately seven aircraft requiring apron space, an apron area of 2,100 square yards is currently required to meet the FAA requirement. The 2021 forecast of between nine and eleven aircraft on the apron results in an apron area of 2,700 to 3,300 square yards of apron area. These requirements compare to an existing apron area available for aircraft parking of approximately 30,500 square yards. Although the apron includes several taxilanes, the existing apron area is adequate for the planning period with the addition of limited apron development to enable access to new lease lots.

6.1.8 Airfield Pavement Condition

Pavement inspections performed in 2003 indicated that the pavement on the Airport was generally in good condition with a PCI of 70-96 except for several limited areas. A pavement project should be developed to repair and/or overlay the worst portions of the airfield pavement in the next several years.

6.1.9 Navaids on the Airport

Aircraft primarily utilize a visual approach when operating out of the Haines Airport. The lighted dual windsocks and rotating beacon are in good condition and adequate to meet the

Page 52 Haines Airport Master Plan May 2004 needs of the Airport. Likewise, the REIL and PAPI are in good condition and adequate to meet the Airport needs for the planning period.

6.1.10 Marking and Signage

The Airport runway is marked with non-precision markings that meet the requirements for the recently implemented GPS non-precision approach. The runway is also equipped with standard airfield signs according to AC 150/5340-18C Standards For Airport Sign Systems. The marking and signage appear to be adequate, but will likely require periodic maintenance during the planning period.

6.1.11 Edge Lighting

The runway and taxiway are equipped with medium intensity lights. These lights are relatively new and in good condition and meet the current and forecast needs of the Airport. However, there are no apron edge lights. Although not mandatory, the addition of apron edge lights might be considered if the apron is ever expanded.

6.2 Airspace

FAA staff have stated that there are no notable problems in the area around Haines and that the system of self-reporting and formalized low-level routes is adequate. However, the implementation of the Capstone program in Southeast Alaska will improve the safety of aircraft operations in Haines and other Southeast Alaska communities.

6.2.1 Approaches

The GPS approach currently being developed may slightly improve access to the Haines Airport in poor weather conditions. However, the visibility and descent limits of this approach are more restrictive than most GPS approaches due to the location of Mount Ripinski adjacent to the Airport. The new approach may, therefore, not be a significant improvement over the current VFR-only situation and most aircraft will likely continue to operate VFR. Based on the constraints of the new GPS approach, it is likely that there will be little demand or need for additional approaches during the planning period.

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6.2.2 Navaids off the Airport

The FAA has expressed a desire to relocate the Haines NDB which is currently just south of the City of Haines. According to the FAA, the coverage and signal quality of the NDB are impacted by the terrain surrounding the NDB. The FAA would like to relocate the NDB to a nearby hilltop, but must work out real estate and utility issues first. The anticipated date of relocation is no earlier than 2005 to 2007.

6.2.3 Part 77 Surfaces/Obstructions

The imaginary surfaces surrounding the existing runway should be maintained as free of obstructions as possible. Although Mount Ripinski will remain a major obstacle penetrating the Part 77 surfaces, other obstructions should be identified and removed if possible.

The Capstone program recently performed an obstruction survey at the Airport that identified several trees that penetrated the 20:1 approach surface east of the runway. Additional obstructions, primarily trees, penetrate the transitional surface north of the runway. The trees closest to the runway are those located within the fenced area adjacent to the taxiway at the east end of the apron. These trees are approximately 20 to 30 feet tall and only about 500 feet from the runway centerline. These trees will likely penetrate the transitional surface in the near future.

A maintenance policy for trees should be developed and the necessary maintenance equipment should be acquired. Trees that penetrate the Part 77 imaginary surfaces should be removed on a recurring basis as necessary.

6.3 Landside

6.3.1 Building Restriction Line

The Building Restriction Line (BRL) at the Haines Airport has been previously documented as 750 feet from the runway centerline. This is a standard distance for the BRL based on ADOT&PF guidance and is intended to preserve the future option for a precision approach at most airports. However, the terrain around Haines will preclude implementation of a precision approach for the foreseeable future and the ARC of B-II does not demand such a

Page 54 Haines Airport Master Plan May 2004 strict BRL. It is therefore recommended that the BRL be modified to allow the construction of single story buildings on the lease lots at the west end of the apron. In this area, a BRL of 460 feet will allow a 30–foot tall building to remain below the transitional surface. The BRL for the remainder of the Airport should remain at 750 feet.

6.3.2 Terminal Building

Development of a common terminal building was presented to the various airlines operating out of Haines, but received only lukewarm support. The airlines prefer using shuttles and have an informal agreement to use the Wings terminal as a waiting area when Wings is open.

However, reserving space for a common terminal building for all tenants to share was generally supported. The terminal recently built in Skagway was cited as an example of such a building, but the airlines are not currently willing to fund a similar facility at Haines. It should be noted that the current Wings terminal was formerly a shared facility owned by the City of Haines. That arrangement did not continue after the tenants chose to relocate to downtown offices. The building was eventually sold to Wings of Alaska as a private facility.

Based on current airline preferences, it appears that a common use terminal is not needed for the near future. However, space for a future common-use terminal should be identified in case conditions change.

6.3.3 Lease Lots/Hangar Space

Although activity at the Haines Airport has been relatively flat the past few years, three new hangars have been built since 1997. Airport maintenance personnel report that interest in leasing additional hangar sites is high, but that not all those who express interest will lease a lot and construct a hangar.

According to leasing information supplied by ADOT&PF, there are currently only five vacant lots on the Airport and two of those lots are designated as ADOT&PF reserve areas. One of the three other lots available for leasing is on the extreme west end of the Airport and is partly in the highway right-of-way and partly violates the current BRL of 750 feet. Only a small portion of this lot is available for development without restriction.

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Based on recent demand for lease lots, it is likely that demand for additional lots in the next 20 years will be greater than the two or three lots currently available. Additional lease lots should be identified in this Master Plan.

6.3.4 Parking

The current parking lot with 35 car spaces and two bus spaces, is almost never filled to capacity. In the past, this lot was more fully utilized during the summer when many sight- seeing tours were originating at the Airport. Unless a dramatic shift in activity at the Airport occurs, the current parking lot is large enough to meet future parking demands.

6.3.5 Roadways

The current Airport access road is in good condition and provides an exit from the Airport with a sufficient line of sight along the Haines Highway. The access roadway leading to the helipad area may require some modifications, however. The helipad road passes through a lease lot rendering part of that lot unusable by the tenant. Also, this road passes between two hangars and the airfield creating a conflict between aircraft and automobiles in this area. The small parking area at the helipad is similarly located between the hangars and the helipad with the potential for aircraft and automobile conflicts. The ultimate location of the helipad road and the development of the helipad area should be addressed.

6.3.6 ADOT&PF Facilities and Equipment

The forecast of activity at the Haines Airport does not indicate that the Airport will need certification for passenger operations within the planning period. Therefore, the need for an ARFF building does not exist and there is no need to plan for such a building.

Maintenance personnel have stated that some sort of basic equipment building could provide a place for storage of supplies and keep snow removal equipment out of the weather. Electricity would be desired in such a building for the engine heaters of heavy equipment. Lack of such a building is not currently hindering maintenance operations at the Airport, but the presence of such a building would assist maintenance staff with required maintenance

Page 56 Haines Airport Master Plan May 2004 tasks. The existing capital improvement program for the Haines Airport includes a “Sand and Chemical Storage Building” after FY 2006.

ADOT&PF maintenance staff also expressed a need for a replacement snow blower in the next few years. The current blower is reaching the end of its service life and is used almost exclusively on the Airport. Maintenance staff stated that the acquisition of a large industrial mower such as a “Bush Hog” brand mower would facilitate maintenance of the grassy area at the east end of the Airport. This area is gradually becoming drier and the number of shrubs and small trees in this area is increasing. Mowing the area is important for obstruction removal, to discourage wildlife intrusions onto the airfield, and for overall airport safety.

6.3.7 Snow Storage

The current procedure of blowing or pushing snow from airfield pavements into the depression between the parallel taxiway and the runway appears to be adequate. This location does not interfere with airfield operations and plenty of space is available. No additional snow storage areas are required.

6.3.8 Utilities

Water

The Airport is not supplied by a public water system. However, the availability of water would facilitate the development of lease lots on the Airport and improve the fire-fighting capabilities at the Airport. A water main is being planned by the City of Haines along the Haines Highway. The construction of this water main is still several years in the future, but the Airport should work with the City to ensure that water is provided to the Airport when the water main is built.

Wastewater

Several of the buildings at the Airport have septic tanks for the disposal of sewage. This arrangement appears adequate as long as the septic systems receive appropriate maintenance. The development of a formal sanitary sewage system with a treatment facility is not recommended during the planning period.

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Telephone Lines

Telephone lines are only available to the western half of the Airport lease lots. The availability of telephone lines to all lease lots would enhance the marketability of the lots and telephone lines should be extended to all lease lots if possible. It may be possible to install conduit along the Airport entrance road as part of a future airport improvement project. The existence of conduit would facilitate the future installation of telephone, electric, or other utilities.

Electric

Electricity is available to the western half of the Airport lease lots and to the two hangars at the helipad. Extending electricity to all lease lots would greatly enhance the marketability of the vacant lease lots and allow recent hangar tenants to discontinue their use of generators for daily operations. As with phone service, it may be possible to install empty conduit for future installations or to direct bury electrical lines as part of a ADOT&PF project.

Fuel Storage

The current fuel storage kiosk operated by Delta Western is much smaller than the lot on which it is located. This lot provides adequate room for future expansion of storage capacity if market demand dictates. No additional fuel storage areas are needed.

6.3.9 Drainage

To facilitate maintenance on the airfield, options for future management of Yindastuki Creek should be considered. Options might include better definition of the banks of the stream, relocation of the stream, and/or procedures for routine maintenance of wet portions of the Airport. The idea of relocating the Creek into an alternate channel that runs along the north boundary of the Airport has been proposed in the past. This idea should be further investigated.

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6.3.10 Fencing and Security

The limited fencing at Haines Airport along the north side of the apron was originally intended to keep pedestrians and unauthorized vehicles off the apron and away from aircraft. However, both automated access gates are currently inoperable due to uneven settling of the gate posts. These gates should be replaced to restore the effectiveness of the fence in this area, improve safety, prevent incursions, and discourage vandalism.

Maintenance personnel have been resistant to the installation of more fencing at the Airport due to the high amount of maintenance necessary to keep fencing clean of vegetation. Fencing also inhibits snow removal operations in some locations by interfering with snow blowing equipment. Based on all of the above factors, the installation of additional fencing in the wooded areas of the Airport is not recommended unless wildlife hazard problems increase. Newly developed lease lots should include fencing to discourage unauthorized access to the airfield. Small amounts of fencing may therefore be required on some of the recently developed and future lease lots.

Several tenants and ADOT&PF maintenance staff expressed a desire for area lighting in the apron area. Aircraft security has been a problem in the past and it is felt that better lighting in this area would discourage theft and vandalism. Lighting would also improve visibility for apron activities, particularly passenger boarding, during dark winter months. Therefore, an area lighting project should be planned within the next several years.

6.4 Heliport Requirements

6.4.1 Helipad

The helipad pavement is in fair condition and may require a pavement resurfacing project in the next several years. When the helipad is resurfaced, it should also be shifted slightly away from the taxiway to be outside of the taxiway OFA.

However, the greatest need in the area surrounding the helipad is to better define areas for helicopter operations, fixed-wing taxiways, and vehicular parking. Other issues that should be addressed in this area include road access, gates, fencing, and area lighting. Other options

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for future helipad development might include edge lighting of the helipad and provisions for electricity, a pay phone and fuel at the helipad.

6.4.2 Roadway and Parking

The road leading to the helipad passes across a lease lot and between two hangars and the airfield. This road and the associated parking spaces cause conflicts between aircraft and automobiles. The road and parking area should be relocated away from aircraft movement areas.

6.5 Floatplane Facility Requirements

The floatplane dock at the Haines harbor has been used very little recently due partly to low demand and partly to the poor condition and location of the dock. The location and configuration of the dock is likely to change in the near future due to USACE plans to expand the harbor.

The existing float should be repaired and maintained in functioning condition. A priority for repair should be the decking of the pullout ramp. Pullout space for an additional aircraft as well as space for parking and loading a transient aircraft are needed.

6.6 Facility Requirement Summary

The following table summarizes the deficiencies and facility requirements for the Haines Airport. Table 19: Facility Requirements Summary – Haines Airport Identified Need or Component FAA Standard Existing Condition Corrective Action Runway Alignment 95% crosswind coverage 97 % crosswind coverage None Length 3,700 feet 4,000 feet None Width 75 feet 100 feet None 18,501 ops/year in 2021 230,000 ops/year Capacity None 25 ops/hour in 2021 98 VFR ops/hour Safety Area Width 150 feet 150 feet None Safety Area Length 300 feet 300 feet None Beyond RW End Object Free Area Width 500 feet 500 feet None Object Free Area Length 300 feet 300 feet None Beyond RW End

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Table 19: Facility Requirements Summary – Haines Airport (continued) Identified Need or Component FAA Standard Existing Condition Corrective Action Taxiways Taxiway Width 35 feet 40-45 feet None Taxiway Safety 79 feet 79 feet None Area Width Miscellaneous Approx. 30,500 square None, except with Aircraft Apron Size 3,300 square yards in 2021 yards lease lots Pavement Condition PCI > 70 PCI = 66-96 Phased Repairs REIL, PAPI, REIL (2), PAPI (2), Navaids on Airport None Beacon, windsock beacon, windsocks (2) Runway Markings Nonprecision Nonprecision None Airfield Signage Standard signage Standard signage None Edge Lighting Medium intensity Medium intensity None Airspace Navaids Off Airport Improved NDB signal NDB in low area Relocate NDB Mountain and trees Part 77 Surfaces Clear of obstacles Remove trees are obstacles Landside Long-range plan Terminal Building Long-range need No public terminal for terminal Lease Lots Moderate future demand 2-3 lots vacant Plan additional lots < 35 spaces, locate off 35 spaces, located on Parking Relocate to landside apron/lease lot apron/lease lot Equipment/ Equipment/ sand building, ADOT&PF Facilities No building, sand building, Buy snow blower, and Equipment Old snow blower Buy snow blower, bush hog brush cutter Secure fence along apron, Inop. gates, gaps in fence, Repair gates, add Fencing and Security Area lighting No area lighting fencing and lighting Utilities Water Potable water Not available Install water service* Wastewater Septic tanks Septic tanks None* Phone Available at all lease lots Available at some lease Extend phone lines* lots Available at some lease Electric Available at all lease lots Extend electric lines* lots Fuel Storage Room for expansion Room for expansion None* Heliport Define safety areas, Helipad Protect safety areas Area informally developed taxiways Access and Parking On landside On airside Relocate to landside Maintain basic facility, add Facility in disrepair Relocate/build Floatplane Facility pullout ramp, transient parking with relocation pending new facility spaces *Note: Not an ADOT&PF responsibility.

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7.0 AIRPORT DEVELOPMENT ALTERNATIVES

Airport development alternatives are presented in this chapter, along with the costs and advantages and disadvantages of each project. Alternatives were developed utilizing the facilities requirements shown in Table 25.

As shown in Table 25, the dimensions of airport surfaces, such as the runway, taxiways, and aprons are of suitable capacity for current and projected demand, and meet or exceed FAA facility standards. Navigational aids and lighting are also appropriate for Haines Airport uses.

Alternatives for the twenty-year planning period are directed primarily toward maintenance of the existing facilities, creating new lease lot areas in anticipation of moderate demand, and creating separation between conflicting uses in the area west of the helipad. Areas reserved for a future ADOT&PF maintenance building, a terminal, cargo areas, and apron expansion are also shown.

ADOT&PF’s FFY 2002-2006 AIP Spending Plan has already identified the following airport improvements:

· HAINES APRON EXPANSION: Expand aircraft parking apron approximately 500 by 225 feet and relocate service road to helipad. Estimated project cost: $1,300,000.

· HAINES SAND AND CHEMICAL STORAGE BUILDING: Construct sand and chemical storage building. Estimated project cost: $850,000.

· HAINES SEAPLANE FLOAT REPLACEMENT: Replace the seaplane float. Estimated project cost: $435,000.

Similar projects are considered in the following alternatives.

Alternative A assumes no new airport development, but includes all of the items required to maintain the Airport. Alternative B addresses the need for apron and lease lot expansion, land use reserves, and several options for lease lot alignment and automobile parking.

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Both alternatives include a reserve for long-term future development for airport/cargo functions at the east and west ends of Taxiway E, shown in Figure 9. Table 20 shows a summary of projects within each alternative. Each item number from the table is shown on Figure 10, which shows Alternative A, and also on Figure 11, which shows Alternative B.

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Table 20: Summary of Alternatives A and B

Alternative A - Maintenance and Repair of Existing Facilities (Figure 10)

1. Short-term pavement surface repairs to Taxiways A and E, helipad, previously reconstructed portion of runway, and apron area adjacent to the automobile parking lot. Culvert/drainage repairs on Taxiways A and E. 2. Fencing, gate repairs, and apron lighting.

3. Maintenance equipment: brush cutter, snow sweeper (not shown).

4. Removal of trees penetrating approach/transitional surfaces.

5. Long-term resurfacing and lighting system repairs/upgrades of entire airfield (not shown).

6. Terminal reserve

7. ADOT&PF reserve

8. Medium-term apron resurfacing and drainage substructure repair. Alternative B – Apron and Lease Lot Expansion (Figure 11)

9. Helipad area improvements: reroute helipad access road, relocate helipad 50 feet north, and new helipad vehicle parking lot. 10. Apron expansion over the East Pond area.

11. Western Airport lease lots extension to the south.

12. Relocation of automobile parking north of Airport Road.

13. ADOT&PF maintenance building - locations A or B

14. Alternate lease lot alignments and terminal reserves - options A, B, or C

7.1 Alternative A – Maintenance and Repair of Existing Facilities

This alternative includes projects that maintain and repair the existing airport, without expansion of Airport facilities. It also includes reserving land on the Airport for a possible terminal and/or a possible ADOT&PF maintenance building. The projects are described below in the order found in Table 20 and on Figure 10.

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7.1.1 Short-Term Pavement Repairs

The shaded areas in Figure 10 show airfield pavements requiring resurfacing and drainage improvements in the short and medium term. These areas were identified during a 2003 pavement inspection. In the short term, pavement repairs would be needed on Taxiways A and E, the helipad, western portions of the runway, and portions of the apron near the automobile parking lot. Culvert repairs or replacement would be needed on Taxiways A and E.

7.1.2 Fencing, Gate Repairs, Lighting

Fencing would be extended as needed for wildlife hazard management. Two automatic gates would be replaced, on Block 1 Lot 4 and next to Lot 9. Apron/automobile parking area security lighting would be installed, with a focus on areas near the automatic gates and transient parking.

7.1.3 Maintenance Equipment

Additional maintenance equipment would be purchased for brush control and snow removal. A brush cutter would enable maintenance staff to remove brush from around security fences, airport pavements and on other areas of the Airport for emergency access, obstruction removal, and for wildlife control. A snow sweeper or blower would enable the maintenance staff to clear the runway quickly and would replace existing equipment that has reached the end of its useful life.

7.1.4 Removal of Trees

Trees that currently penetrate approach and transition surfaces or those that will penetrate these surfaces in the future would be removed under this project. This includes trees that penetrate the 34:1 approach surface to Runway 26 and trees in the transitional surface in the enclosed fenced area at East Pond on the north side of the runway and on Block 2 lease lots. Specific locations of existing penetrations will be shown on the Airport Layout Plan.

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7.1.5 Long-Term Surfacing and Lighting

Over the 20 year planning horizon, all of the airport surfaces would need to be resurfaced and airport lighting repaired or replaced. This project would resurface any surfaces not already resurfaced under prior projects during the 20 planning horizon. It would also repair or replace the runway and taxiway lighting systems.

7.1.6 Terminal and ADOT&PF Reserves

A space is identified on Block 1, Lot 4 for a possible terminal building. Lease lot 9, where the air taxi Wings is located, could also be considered a terminal reserve location. Funding for a terminal building would most likely be provided by community or private sources. If a terminal is not built on Lot 4, this space could also be reserved for a possible future ADOT&PF airport maintenance building.

7.1.7 Medium-Term Apron Resurfacing and Drainage

The apron shaded in Figure 10 would need to be resurfaced in the medium-term. Apron drainage inlets are rising up, and maintenance personnel have attempted to lower them. Drainage substructures may need to be lowered under the apron.

7.2 Alternative B – Apron and Lease Lot Development

Alternative B projects are shown in Table 20 and on Figure 11. These projects focus primarily on anticipated moderate demand for lease lot development and associated apron expansion, and eliminating vehicle conflicts in the area of the helipad.

7.2.1 Helipad Area Improvements

Currently, the helipad automobile access road traverses lots 5 and 6, which may limit the utility of those lots for potential leaseholders. Also, the helipad is located 50 feet within the Taxiway’s OFA. This project entails shifting the helipad northeast about 50 feet, constructing a parking lot for the helipad, and realigning the access road around Block 2, Lease Lot 7 to connect to the parking lot.

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The advantage to this improvement is that it increases the utility of two existing lease lots and eliminates potential automobile/aircraft conflicts in the eastern area of the taxilane. It also moves the helipad out of the taxiway OFA. The disadvantage is that the relocated road would be in the Haines Highway right-of-way, and may require some minor fill to wetlands. Work in this location was included in previous permitting and wetlands mitigation under Department of the Army permit M-860802, Chilkat River 6, October 4, 1990.

7.2.2 Apron Expansion

This project is intended to reduce apron congestion and aircraft parking and taxiing conflicts. The area of conflict is shown in Figure 12. Even if the current taxilane was formalized with pavement and markings, there is insufficient space for both aircraft parking and unimpeded access to Taxiway E. The OFA of an Aircraft Design Group II taxilane would overlap the lease lot aircraft parking areas.

EAST POND

Figure 12: East Airport Taxilane Conflict Area

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In this alternative, East Pond would be filled, and the entire area from the north edge of Taxiway E, to the BRL, and east to the helipad area would be paved with asphalt. This would create a new, approximately 175,000 square foot apron area. This would improve safety, prevent conflicts between parked and taxiing aircraft, and could provide separation of general aviation and commercial aircraft activities. Block 2 leaseholders would have full use of their lots for aircraft parking.

The disadvantage of this project is that it requires fill to wetlands, and diversion of Yindastuki Creek, which currently drains into East Pond. The creek, and the perennial stream at its outlet, would either have to be diverted north of the developed area or handled as subdrainage and channeled under the taxiway to its current outfall. This would eliminate a natural water quality treatment area.

A corridor for the relocated Yindastuki Creek was included under previous wetland permitting. Portions of the apron fill were addressed previously as well, and were included in project mitigation. Filling of East Pond, however, will require additional permitting.

7.2.3 Western Airport Lease Lots/T-hangars

This would extend the lease lots on the west end of the apron, shown as item 11 on Figure 11. An existing, approximately 550-foot paved road would permit access to a grassy area that could contain from two to five new lease lots, depending on the width of the lease lots. Alternatively, some or all of this area could be used for T-hangars. Primary costs would be to extend the Airport fence along the access road.

This would increase the number of lease lots or T-hangars available, and requires no fill in wetlands. There are no disadvantages to this project.

7.2.4 Automobile Parking Relocation to Increase Lease Lots

Several locations for a relocated parking area were considered. These included roadside parking across the Airport road on the western end of the Airport, or shifting the road to the north to create more space for parking on the Airport side of the road. However, this area traverses a 500-foot length of Yindastuki Creek. The recommended location, shown as item

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12 on Figure 11, provides as much space as the existing parking lot and minimizes fill to wetlands. This approximately 20,000-square-foot area provides convenient access to commercial and general aviation activity across the street. This project would vacate space where up to eight new lease lots with apron access could be developed.

The disadvantages to this relocation are that it requires one or two small bridges or other structures across Yindastuki Creek for access, and would result in a loss of some vegetative buffer. It can, however, be located on uplands, not wetlands. Also, an existing educational kiosk would have to be relocated to a location where visitors could see it, if the parking lot that contains it were leased.

7.2.5 ADOT&PF Maintenance Building Reserve

ADOT&PF Airport maintenance storage is currently combined with highway storage located in the City of Haines. Some efficiency could be gained by locating a storage building on the Haines Airport. In this plan, areas have been identified for a future ADOT&PF storage building in either location 7, shown on Figure 10; or 13A or 13B, shown on Figure 11. All locations assume that with the addition of extra maintenance equipment and activity, a building may be required in the future. If location 7 is reserved, it requires no development and provides direct airfield access. The 13A location would be adjacent to the parking area, and would not preclude the development of a lease lot, like locations 7 and 13B do. However, depending on the size of the facility, 13A may require some fill in wetlands. A location west of the future parking area was considered, but would be farther from the primary airfield access gate.

7.2.6 Lease Lot Alignments and Terminal Reserves

Three lease lot options are shown in the detail insets on Figure 11. These layouts are located in the current automobile parking and apron area, and assume the relocation of parking discussed earlier. Two options for a terminal reserve are also shown.

In Detail A, the area is divided into four 90 by 150 foot lease lots. Detail B shows a further extension southwest, into the current apron area, of an additional lease lot of similar dimensions. The first layout allows for the most flexibility in response to demand, as it

Page 72 Haines Airport Master Plan May 2004 occurs. The first lot on the western end could be held as a terminal reserve, and also used in the interim as automobile parking. Both uses of that lot are in proximity to the western commercial activity on the Airport. The added lot in Detail B retains the terminal reserve/interim parking, but precludes aircraft access to this area.

Detail C shows an alignment of two rows of lease lots perpendicular to the airfield, with an automobile access road between them, with a Design Group II taxilane to the west, and Design Group I taxilane to the east. This group of eight lease lots would be smaller and parking would have to be on the lease lots. Each lot would be about 85 by 80 feet. The terminal reserve here is smaller, but in the same area as Details A and B.

All three options increase the lease lot area by about 50,000 to 65,000 square-feet, and create from four to eight new lease lots, depending on the requirements of potential leaseholders. They also create some separation between general aviation and commercial activities on the apron. There are no disadvantages to these layouts, though it does require relocation of automobile parking. The new parking area would be somewhat farther away from the Wings terminal and lease lots on the east side of the apron. However it is recommended that all new lease lots provide adequate space for parking on the lots.

7.2.7 Alternatives Evaluation

The advantage of the implementation of Alternative A is that it maintains the current airfield with minimal expense and environmental impacts. If it is combined with options in Alternative B, up to twelve new lease lots and space for T-hangars would be created. Airport access would also be improved for current and potential Block 2 leaseholders, and functional use conflicts in the area west of the helipad are reduced. The helipad itself is also moved outside the taxiway OFA, bringing it within design standards. Also, all projects and options within this alternative allow for very long-term expansion and potentially larger aircraft, and reserves for a terminal, maintenance building, and air cargo areas.

The disadvantages are primarily the difficulties in diverting the creek drainage from the areas to be filled, and the amount of fill in wetlands required to bring new surfaces up to the existing airport elevation. The function of airport wetlands, ponds, and creeks as water

Page 73 Haines Airport Master Plan May 2004 quality treatment and habitat for plants and wildlife, will require evaluation, and in some cases may require additional mitigation.

7.2.8 Long Range Airfield Flexibility

Although this Master Plan does not anticipate a significant number of large aircraft using the Haines Airport within the 20-year planning period, this plan preserves the option of serving larger aircraft in the future. The Airport is currently designed to handle B-II aircraft, but could handle B-III aircraft in the future by extending the runway safety area, expanding most of the safety and object free areas associated with the runway and taxiways and increasing the airfield pavements structural section.

Figure 13 depicts one possible airfield configuration that meets the safety requirements for B-III aircraft, should this be needed beyond the 20 year planning horizon.

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7.3 Haines Seaplane Facility Alternatives

Several general locations were considered as alternative sites for floatplane/seaplane facilities, and are shown in Figure 14. The sites include the small boat harbor, where it currently occurs; Chilkoot Lake sites, the Chilkat River Airport area, Lutak Dock, Port Chilkoot, and other marine sites in the Haines area. The advantages and disadvantages of each area are discussed below, followed by the recommended alternative.

Chilkoot Lake

Lutak Dock

Chilkat River River Haines Small Boat Harbor

Port Chilkoot

Figure 14: Seaplane Base Alternative Sites

7.3.1 Small Boat Harbor Site

The current Haines Seaplane Float is located at the mouth of the Haines Small Boat Harbor. The float is in poor condition and can only accommodate one aircraft parked on the float at a time. Sometimes a second aircraft ties up to the float, partly blocking boat traffic. A harbor

Page 76 Haines Airport Master Plan May 2004 project is currently being studied by the USACE. This project, if built, could relocate the seaplane float within the harbor.

Advantages of the harbor site are that it is partially protected by a breakwater and it has somewhat more convenient access to fuel and other services in Haines. Disadvantages are that the harbor mouth is narrow, making simultaneous seaplane and boat operations difficult and potentially hazardous. The breakwater can be a visual obstruction for taxiing seaplanes, and seaplanes have maneuvering difficulty around boats and harbor facilities. Frequent strong winds also make maneuverability in the harbor and access to and from the float difficult.

7.3.2 Chilkoot Lake Site

Chilkoot Lake is about 2.5 miles from Haines at the end of Chilkoot River Road in the Haines State Forest and Chilkoot Lake State Recreation Site. A small campground with private and public boat launch docks is located at the end of the road.

Seaplanes now use Chilkoot Lake as a backup or emergency landing area when weather is hazardous at the Haines harbor, or when the condition of the harbor site is an issue. There is no designated location to tie up a seaplane in the lake, so planes have tied up on the shore or at the public dock.

Advantages of this location are it generally has better wind conditions than the harbor and other marine locations and it has less potential for collisions with boats. Disadvantages are its 2.5 mile distance from Haines, lack of support services for transient seaplane operators, and that it is frozen part of the year. There is also limited road access to any area for a seaplane ramp or slip. Conflicts in use with commercial and private boat operators, wildlife, and area residents are likely, and there is also a concern about noise. ADOT&PF Section 4 (f) evaluation would likely be required if the seaplane ramp were owned and operated as an ADOT&PF facility.

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7.3.3 Haines Airport Site

The Chilkat River next to the Haines Airport is shallow, silty water with constantly changing channels and water levels. Therefore, it is unsuitable for seaplane operations. A seaplane pond could be dredged in the river, with dike protection to preserve it. However, this would be a very expensive option for limited seaplane traffic, and would likely have extensive environmental impacts on fisheries. In addition, road access across wetlands would need to be provided, incurring further environmental disturbance.

7.3.4 Other Marine Sites

Other marine sites were considered at Port Chilkoot and the Lutak Dock areas. Port Chilkoot is not open to the public, is not protected by a breakwater and experiences strong winds and rough seas. The Lutak Dock site has slightly better wind and seas condition than Port Chilkoot but is not protected by a breakwater and sometimes gets strong south swells. It is somewhat congested with other marine traffic and does not have a good site for a float ramp.

8.0 ENVIRONMENTAL EVALUATION

This chapter presents potential environmental impacts of the development alternatives proposed in the Haines Airport Master Plan. The identification of potential impacts follows guidance outlined in FAA Order 5050.4A, Airport Environmental Handbook. The information included in this section does not constitute an environmental assessment, but rather provides an identification of issues to be addressed in subsequent project level environmental documentation.

8.1 Noise

Information obtained at meetings with tenants, city officials and the public indicated that complaints about aircraft noise are infrequent. Current and forecast levels of aircraft activity and anticipated changes in the fleet mix should not pose any noise problems, and should not require a noise analysis. No changes to aircraft flight patterns are recommended.

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8.2 Compatible Land Use

Developments on the Haines Airport would not alter existing land use in this area. Activities with respect to noise, community disruption, relocation, induced socioeconomic impacts, wetlands, floodplains, coastal zones, or critical habitat should not reach thresholds of significance, which generate land use ramifications. Local heavy industrial zoning adopted for the Airport allows development within the Airport. In this case, the Haines Highway separates Airport property from the adjacent rural/mixed use zoning district. Proposed development on the Airport will be coordinated with local government and the public.

8.3 Social Impacts

Proposed development at the Haines Airport will not require relocation of any residence or business, will not alter surface transportation patterns outside the Airport property, will not affect established communities or planned development, and will not create an appreciable change in employment. As a result, project development will not require specific social impact analysis.

8.4 Induced Socioeconomic Impacts

No induced socioeconomic impacts are anticipated as a result of proposed alternatives. Any relocation of seaplane facilities would be reviewed at the time of project development to verify that no induced impacts would result.

8.5 Air Quality

Haines is not among areas designated by the U.S. Environmental Protection Agency (EPA) as non-attainment for criteria air pollutants. The current and projected Airport activity levels for Haines do not require an air quality analysis. The Airport’s paved runway, taxiway and aprons do not contribute to dust levels around the Airport. Temporary degradation of air quality due to dust could occur during construction activities but could be mitigated with dust control measures.

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8.6 Water Quality

One building on the Airport has a septic tank, which receives regular maintenance and has exhibited no unusual problems. Airport maintenance does not require the use of deicing chemicals. Other potential sources of pollutants that could affect water quality include fuel spills and sediment. Storm water runoff could include limited amounts of sand used in airport maintenance. A maintenance and operations Storm Water Pollution Prevention Plan (SWPPP) is being implemented. A SWPPP for construction projects will provide best management practices and housekeeping activities for erosion and pollution control.

Figure 15 shows that much of the undeveloped Airport property includes wetlands. Vegetated wetlands provide water quality treatment for the area. Development plans, which require fill in wetlands, will reduce the overall treatment area available. However, in view of the relative proportion of wetlands on Airport property, this should not affect overall water quality. Measures, which maintain vegetative buffers between, developed property and open water will maintain water quality treatment by providing biofiltration and percolation.

Figure 15: Wetland Types on Haines Airport

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8.7 Department of Transportation Act, Section 4(f)

Proposed development scenarios at the Haines Airport will not impact public lands from a park, recreation area, refuge, or historic site. Therefore, a 4(f) analysis will not be required.

8.8 Historic, Architectural, Archaeological, and Cultural Resources

An earlier Airport study, shown in the Alternatives Scoping Report, Appendix B, found that no sites eligible for inclusion on the National Register of Historic Places were present within the Airport property. An abandoned Yindastuki village of the Chilkat Indians with historical importance is located less than 0.3 miles from the Airport. However, the earlier investigation revealed no cultural resources within or immediately adjacent to the Airport projects’ impact area. Similarly, development scenarios within the Haines Airport Master Plan should have no effect on nearby sites.

8.9 Essential Fish Habitat

Project level environmental assessments will need to include preparation of an Essential Fish Habitat (EFH) assessment and consultation with the National Marine Fisheries Service for all activities associated with improvements to the Airport that may adversely affect salmon streams and mitigation ponds on the Airport.

8.10 Biotic Communities (including both flora and fauna)

Previous Airport development and glacial uplift, along with ongoing deposition by the Chilkat River, have led to changes in the habitat within the Airport area and in turn have led to changes in the biotic community of the area. The previously submerged, unvegetated sand flat has risen and become a scrub shrub/grass wetland. Construction of the runway and conversion of the former runway to a taxiway in 1992 modified streams running through the Airport and filled existing wetland areas. Coho Salmon use portions of Yindastuki Creek for spawning and rearing. The ponds constructed as mitigation for loss of habitat were designed as rearing ponds for coho, dolly varden and cutthroat trout.

Current perennial and intermittent streams along with various wetland types provide habitat for numerous fish and wildlife species. Emergent aquatic and semi-aquatic vegetation

Page 81 Haines Airport Master Plan May 2004 dominates the low-lying areas on the Airport. Willow, alder, and cottonwood saplings populate disturbed sites but are mowed as part of Airport operations to keep vegetation at a short height. This is done for wildlife hazard management and to prevent airspace penetrations. A mixture of hardwoods (mostly cottonwood and birch) and evergreens (mostly spruce and hemlock) cover the mountain slopes surrounding the Airport area across the Haines Highway.

A Wildlife Hazard Assessment submitted by the United States Department of Agriculture in July 2001 summarized findings of site visits conducted from June 1999 through May 2000. The following table summarizes the wildlife activity observed at the Haines Airport.

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Table 21: Wildlife Activity at Haines Airport 1999-2000

HABITAT USE AND MOVEMENT PATTERNS GUILD SEASONAL OCCURRENCE * FEED BED/NEST/LOAF MOVEMENT Brown Bear SP, SU, F Woodlands, Shrub thickets, Daily through shrub thickets, Woodlands airfield, onto wetlands, runway streams Moose Year-round, Wetlands, Wetlands, forested May find them on prevalent in winters forested areas, areas or crossing the with more snow willow shrubs runway Canids Year-round Small rodents in All terrestrial Regular travel (coyotes/wolves) wetlands habitats through Airport Waterfowl SP, SU, F, some Wetlands and Wetlands and --- (ducks, geese) specie s in W Chilkat River shrub thickets Gulls Year-round Open water, May roost on Soaring flight up sand bars of runway to 1,000 AGL Chilkat River over and near runway Raptors Year-round, some Open shrub, Woodlands Low-level species only during wetlands, Eagles foraging, with SP and F migration feed on sand eagles at wide bars range of altitudes over runway Corvids Year-round Most habitats Woodlands, tall Short, low-level (crows, ravens, shrubs flights when magpies) present, not very abundant Shorebirds SP and F migration Short grass areas Loaf in short grass Numerous, low- (sandpipers and along Chilkat along shoreline level flights across plovers) River runway, in flocks Songbirds SP, SU and F Variety, robins Woodlands, Flights across the sparrows/ often in open shrubs, tall grass runway warblers/thrushes areas along uncommon taxiways * SP = Spring (March-May), SU = Summer (June-August), F = Fall (September-November), W = Winter (December-February). Spring or Fall Migration means that group members may only be present on the Airport for a short period of time, maybe only a few days.

The Wildlife Hazard Report discussed the occurrence of large mammals as sporadic. Bear likely use the airfield as a travel corridor; moose harbor in the eastern willow/alder shrub thicket regularly and find summer browse in the aquatic vegetation of deeper mitigation channels and ditches. The airfield’s position between a large river and wooded mountain slopes serves as a corridor for large mammals moving between the upper Chilkat Valley and Chilkat Peninsula.

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Vegetation within Yindastuki Creek has filled in to the point where open water is sporadic and may not be found except after rainfall. Tall alders around East Pond seem to limit waterfowl use and streamside vegetation in the mitigation channel has closed off much of the open water portions of the creek. The trend appears to be favoring an upland shrub/scrub plant community while lower elevation wetlands and creeks fill in naturally. This trend helps to reduce waterfowl use of the airfield but encourages moose.

While the trend toward reduced wetlands and open drainages shifts the location of fish habitat, the reduced draw for waterfowl is consistent with FAA recommended management of hazardous wildlife attractants. Further proposed project development on Airport property that requires filling of wetlands should be mitigated off site, if mitigation is required.

8.11 Endangered and Threatened Species of Flora and Fauna

No known endangered or threatened species of flora or fauna have been identified in the Haines Airport area.

Eagles frequent the entire Haines area. The Airport project area is located approximately 13 miles downstream of the Alaska Chilkat Bald Eagle Preserve. Most observations of eagles during the Airport Wildlife Hazard Assessment viewed single birds, although an October site visit found a group of nine eagles. Two inactive eagle nests were observed north of the Haines Highway. Future project level environmental assessments should include an update on the location and activity of eagle nests in the project area and address monitoring during construction activity in proximity to known nests.

8.12 Wetlands

As discussed in the Biotic Communities section, the Haines Airport property includes natural and constructed wetlands of various types. The wetland and vegetation types appear to be changing over time under the influence of glacial rebound and natural succession. Preliminary mapping of the existing wetland and vegetation types are shown in Figure 15 and are described in Appendix A of the Alternative Scoping Report.

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Shrub-sedge Bog dominated the terrestrial wetland types, found mainly at the west end of the study area and in the diked area on the east end of the Airport property. Other prevalent types included Lowland Tall Scrub and disturbed wetlands. Disturbed wetlands surround many of the Airport facilities and continue to be cleared mechanically or subject to other land management practices.

Future project-level environmental assessments should address the quantity of various wetland impacts and proposed mitigation measures for the impacts while considering habitat, natural changes over time and safe Airport operations.

8.13 Floodplains

Previous construction of the runway was within the Chilkat River floodplains but was found to have no significant floodplains impact. Proposed development in the Haines Airport Master Plan will not affect any area outboard of the existing runway. Most improvements will occur over 460 feet north of the runway centerline. Future Airport Reserves are recommended adjacent to the 460-foot setback and closer to the runway. No development of Airport Reserves is proposed during the 20-year planning horizon.

8.14 Coastal Zone Management Program

The Haines Airport lies within Haines Borough Coastal Management Plan area. Proposed improvements on Airport property will not encroach on beaches or shoreline. Proposed relocation of the seaplane float will occur along a beach or shoreline because the seaplane facility is water-dependent. Therefore, proposed improvements should be consistent with the Alaska Coastal Management Plan (ACMP). Final designs of proposed improvements will be reviewed for consistency with the ACMP during project permitting.

8.15 Coastal Barriers

The Coastal Barriers Resource Act of 1982 addresses undeveloped coastal barriers along the Atlantic and Gulf Coasts of the U.S.; none are identified in Alaska.

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8.16 Wild and Scenic Rivers

A review of the National Park Service website indicates the Haines Airport does not lie within the boundaries of or impact a Wild and Scenic River Corridor.

8.17 Farmland

Alaska contains no prime farmland because of climatic conditions. Furthermore, Haines contains no unique farmlands because of soil conditions. Proposed development will not directly or indirectly convert farmland, and the project does not require consultation with Alaska Resources Conservation Service.

8.18 Energy Supply and Natural Resources

Construction of new or expanded facilities at the Haines Airport will increase energy demand. For example, the addition of a terminal building would require additional lighting and heat; expanded parking would require additional lighting. Neither electricity nor resources for generating electricity is in short supply. Supply of heating fuel is not a foreseeable concern.

Construction activities will require the use of gravel, asphalt, and other building materials. Materials and products required for construction will have no significant impact on local supplies.

8.19 Light Emissions

Proposed improvements include the addition of lighting for the parking apron and relocation of the Airport’s rotating beacon. The beacon used to locate the Airport in poor weather conditions may be visible from nearby residences and portions of town, but is not expected to contribute adverse light emissions impacts. Apron lighting to provide security and visibility on the Airport is not expected to result in adverse light emissions impacts.

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8.20 Solid Waste Impacts

Development of a terminal building or future lease areas would require an on-site septic system or other form of sanitary sewer service which will be constructed in accordance with Alaska Department of Environmental Conservation (ADEC) requirements. The existing on- site septic system serving the Wings terminal building will not be affected by proposed development.

Solid waste associated with Airport operations and construction activities will be disposed of at designated solid waste facilities and in accordance with ADEC requirements. Proposed improvements will have no significant impacts on solid waste handling.

8.21 Construction Impacts

Construction activity related to proposed development will cause temporary impacts including increases in noise and air quality degradation. Ground disturbance will increase potential erosion and sedimentation from storm water runoff. Some potential for encountering contaminated soils typically exists in areas already developed, such as around existing lease lots and maintenance facilities.

Erosion and sediment control measures will be included in construction plans and specifications for each project developed for construction. Construction projects will be required to have a SWPPP that will describe Best Management Practices (BMPs) to be used on the project to protect water quality and adjacent wetlands and will show where such measures will be used.

8.22 Environmental Consequences – Other Considerations

Proposed improvements for Haines Airport will not affect low-income or minority populations disproportionately in that no significant impact to residential areas is expected to result. All proposed activity will occur on existing Airport property.

The FAA requires environmental assessments to include a discussion of secondary and cumulative impacts. Future documents should discuss projects recently completed and underway along with those anticipated for Haines Airport. A discussion of completed

Page 87 Haines Airport Master Plan May 2004 projects should include the previous runway work, which resulted in the fill of wetlands in the central airport area, and development of new habitat further removed from active aviation facilities. Work proposed in the Master Plan Update would further fill wetlands in the central area. It should be noted that natural factors, including uplift from glacial rebound, work in concert with the proposed improvements for Haines Airport. Drainage patterns are changing such that less runoff accumulates in the vicinity of the Airport apron, and portions of Yindastuki Creek no longer flow continuously. The natural areas suitable for habitat are being shifted further “downstream”. This shift in natural conditions coincides with the location of previously developed habitat and complements the desire to minimize wildlife hazards on airports.

8.23 Environmental Site Assessment

A Phase I Environmental Site Assessment (ESA) estimated the potential for hazardous substances to be present on the subject property at levels likely to warrant mitigation under the current State of Alaska environmental laws and regulations. Research indicated that there were two leaking underground storage tanks (LUST) that have been designated by ADEC as closed sites. The closed designation means that ADEC no longer considers the sites a threat to human health, safety or the environment and that they have been cleaned up to the site- specific cleanup levels. At this time it does not appear that either of these sites pose an environmental threat to the property.

9.0 RECOMMENDATIONS AND COST ESTIMATES

The recommendation for this report is to conduct all proposed actions as shown in both Haines Airport Alternatives. These improvements would be implemented in three planning periods, to occur within five, ten, and twenty years. The seaplane float recommendations are continued operation of a seaplane float at the Haines harbor with a supplemental emergency landing site at Chilkoot Lake. The USACE should coordinate their harbor work with the ADOT&PF to integrate the seaplane float base into the harbor redevelopment. Visibility of operation lanes and sufficient area for seaplane maneuvers should be considered in the layout.

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Projects are grouped according to priority and efficiency of mobilization for construction. Cost estimates and the implementation schedule are shown in Table 22. The total cost for Alternative A with the seaplane float is about $4,820,000, and for Alternative B is $3,275,000. The recommended short-term costs are $1,890,000, medium–term costs are $2,735,000, and long-term $3,470,000. All costs are in 2003 dollars and should be inflated to the actual year that they will be constructed.

The Terminal Reserve and ADOT&PF Access Reserve are no-cost planning tasks that would be accomplished as part of this master plan. Future Airport Reserves, at the east and west ends of the airfield, are other no-cost recommendations carried forward from the last master plan.

Table 22: Project Implementation Schedule and Estimated Costs WITHIN WITHIN WITHIN PROJECT 5 YEARS 10 YEARS 20 YEARS TOTAL Obstruction Removal (trees) $300,000 $300,000 Apron Pavement/Drainage Repairs $1,740,000 $1,740,000 (with fencing, area lighting) Airport Maintenance Equipment $380,000 $380,000 (snowblower and industrial mower) Seaplane Float Rehabilitation $435,000 $435,000 Apron Expansion/ $2,035,000 $2,035,000 Helipad Improvements Lease Lot Development $295,000 $295,000 (with new parking lot) Maintenance Building $925,000 $925,000 Airfield Resurfacing $2,250,000 $2,250,000 Subtotal $2,855,000 $2,035,000 $3,470,000 $8,360,000

9.1 Short-Term Projects

Pavement and apron drainage repairs, gates, apron lighting, and obstacle removal (trees) are all short-term projects because they maintain the integrity of the existing airfield. The western airport lease lot extension creates two to four new lease lots or a T-hangars development area immediately with minimal cost and no impact on the environment or airport operations, so it is also recommended for the short-term.

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Within the lease lot alignment options, under Project 14, Detail A is recommended because of the ease of implementation, and it could always be upgraded to B if there is extraordinary demand. Detail C, while it creates the most lease lots, eliminates a clear line of sight across the apron, has smaller lease lots, and creates tight taxilane conditions.

The Terminal Reserve is recommended to be placed at location 14A, which is located on the main airfield access road, and is at the east edge of the area currently primarily used for commercial aviation activities. It can continue to be used for automobile parking until such a time as a terminal building is developed, or until the parking is relocated across the street. Even if the other three lots in the Detail A area are leased, about 30 percent of existing automobile parking capacity is retained.

The seaplane float would be upgraded and expanded in the short-term and relocated when the harbor expansion project is completed.

9.2 Medium-Term Projects

The medium-range includes larger capital improvements that may be efficiently undertaken at the same time. This includes shifting the helipad about 50 feet away from the taxiway and constructing a parking lot, access road, and security fence. It expands the apron over the east pond area, correcting conflicts between parked and taxiing aircraft.

9.3 Long-Term Projects

The resurfacing of the entire airfield would be expected to be necessary in ten to twenty years, and maintenance personnel indicate no near-term need for a maintenance building, so these two projects are placed toward the end of the planning period. The relocation of parking across the airport road is also in the longest term, because lease lots can be developed elsewhere on the Airport before they are developed in the existing parking lot.

Figure 16 shows how the projects will be phased over the next 20 years.

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Haines Airport Master Plan May 2004

10.0 PUBLIC INVOLVEMENT

Public meetings were held in Haines on December 11, 2002 and on August 25, 2003 and an agency meeting was held in Juneau on August 26, 2003. The purpose of the initial public meeting was to explain the purpose of the Master Plan and to identify Master Plan issues. The purpose of the second public meeting and agency meeting was to solicit comments on the Draft Alternative Scoping Report. The draft plan will be presented to the Haines Assembly in January and a copy of their resolution of support will be shown in Appendix A.

Project Information was also shared through project flyers mailed to an extensive mailing list and through a project website. Meeting presentations and minutes are included in the Condition and Needs Assessment Report and Alternatives Scoping Report.

11.0 AIRPORT LAYOUT PLAN

The purpose of the Airport Layout Plan (ALP) is to show the type and location of future development on the Airport and how it can be built according to FAA safety and design standards. These maps provide information on airport buildings, airfield surfaces, airspace, land ownership, land use, and wind conditions. The ALP set for Haines Airport includes eleven sheets, which illustrate the recommendations of the Master Plan report.

These sheets were developed in accordance with FAA Advisory Circular 150/5300-13, Appendix 7 and the Airport Layout Plan checklist provided by the FAA Alaskan Region dated September 18, 2003. The ALP sheets described below can be found in Appendix B.

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Cover Sheet (Sheet 1 of 11)

The cover sheet identifies the subject of the drawing set and provides an index of the other sheets in the set.

Vicinity Map and Data Tables (Sheet 2 of 11)

This sheet provides area and vicinity maps for the Haines Airport along with a windrose, an airport data table, a runway data table, and a legend. Current non-standard conditions are listed as well.

Airport Layout Plan (Sheet 3 of 11)

The ALP depicts the current airport configuration and proposed future development. Features included on this sheet include airfield pavements, buildings, roadways, drainage ditches, and the Airport property line. The location and dimensions of various safety areas, object free areas, navaids, and lighting are also shown to demonstrate that planned improvements meet FAA safety standards. A profile of the runway and its extended centerline is shown along with reserve areas for lands that may be needed beyond the 20 year planning horizon

Future development is shown with bold lines, hatching, and labels. Additional information on the phasing of this development can be found in Figure 15 of the Master Plan Report or on the Narrative Report Sheet (#11).

Airport Airspace – FAR Part 77 (Sheet 4 of 11)

This sheet depicts the dimensions and elevations of the various FAR Part 77 Imaginary Surfaces around the Airport. The height and slope of each surface is shown along with objects that penetrate these surfaces. Each obstruction is numbered and the height and amount of penetration of each object is shown in a table on Sheet 5. The latest available USGS topographic maps are included on this sheet to provide reference for various topographic features in the area around the Airport.

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Obstruction Table – FAR Part 77 (Sheet 5 of 11)

Due to the large number of obstructions in the vicinity of the Haines Airport, the Obstruction Table for the Part 77 Airspace Sheet has been placed on a separate sheet. This table shows the type, top elevation, amount of penetration, and disposition for each obstructing object.

Approach Surface Profiles – FAR Part 77 (Sheet 6 of 11)

To assist with evaluating terrain impacts on the Approach Surfaces, this sheet depicts profile views of each Approach Surface along with the associated terrain. Due to a significant terrain penetration along the south side of the approach to Runway 26, terrain at both the centerline and south edge of the Runway 26 Approach Surface is shown.

Inner Portion of the Approach Surface – FAR Part 77 (Sheet 7 of 11)

This sheet depicts each end of the runway in both plan and profile views. The property and obstructions surrounding both runway ends are shown. Each obstruction is numbered and the location, elevation, penetration of imaginary surfaces, and proposed disposition are shown for each item.

Terminal Area Drawing (Sheet 8 of 11)

This sheet is a larger-scale plan view of the area around the apron where buildings, road, and parked aircraft are typically located. Each existing building is numbered and described. Future improvements to this area are also shown and labeled.

Land Use Drawing (Sheet 9 of 11)

This sheet depicts the existing zoning for portions of the City of Haines in the vicinity of the Airport. Each zoning category is identified by hatching and a legend. The zoning information is based on information provided by the City of Haines.

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Property Plan (Sheet 10 of 11)

This sheet identifies the various parcels, easements, and grants that currently make up the Haines Airport. Each item is labeled and two tables summarize the size, ownership interest, and date of acquisition of each item. The primary source for this drawing is information provided by ADOT&PF Southeast Region.

Narrative Report (Sheet 11 of 11)

This sheet provides a brief summary of the much larger Master Plan report. A brief description of the Airport and aircraft operations is provided along with a summary of the recommended improvements and a phasing plan. A table provides a summary of the various airfield geometry standards and compares these standards against existing and future airfield configurations.

Haines Seaplane Base Layout Plan (Sheet 1 of 1)

This drawing is a plan view of the Haines Harbor and the area surrounding the seaplane float. The drawing shows proposed improvements to the seaplane float including an extension to the docking area and the addition of a pull-out ramp. The drawing is based on the original design plans for the harbor construction.

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APPENDIX A RESOLUTION

APPENDIX B AIRPORT LAYOUT PLAN